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Following in his father Devin’s footsteps, Kingman, Arizona’s Clint Zumwalt found a love of speed and racing cars at an early age...
He would often go to watch his father compete in sand drags, asphalt and street racing events, and eventually got behind the wheel of his first car, a 1974 El Camino that he raced with his high school friends. And, at just 18 years of age, Zumwalt was piloting a dragster that he later sold so he could work towards building himself a no-prep-style door car.
“Through high school I had the chance to help Bill Webber with his race car and also worked in his machine shop, Sureway Au tomotive and Machine,” Zumwalt told us. “This was my first job in high school.”
It wasn’t his last, though, as Zumwalt picked up a torch and started learning how to weld.
“In 2013, I started doing chassis work on other people's cars, eventually working my way up to full chassis,” Zumwalt explained. “In 2017, we built my Dad's squarebody, tube chassis ‘79 C-10, which was my first tube chassis build.”
Since the truck was essentially a family heirloom, with Zumwalt’s grandfather hav-
ing bought it new and later passing it down to his son, the pickup truck has received many makeovers through the years.
“There were many dif ferent builds with many different chassis modifi cations and engine com binations. This taught me the ins and outs of chassis tuning and fab rication,” Zumwalt said.
Since his first car was an El Camino, Clint Zumwalt decided that he wanted another one to build into his own race car. He found this ’66 locally as a pretty beat-up basket case and bought it for $1500.
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“The whole goal from learning to fabricate and working on others cars was to eventually build my own car, which I am happy to finally have done.”
Zumwalt always wanted a race car with doors instead of the dragsters he drove, but he had a hard time choosing exactly what car he might want to start with. Eventual-
ly, he decided to take it back to his roots and find another El Camino.
“On our way to a race with the C10, Kurt helped me start searching the internet and we decided on the ‘66 body style,” Zumwalt said of good friend Kurt Holmes. And they did find a “beat-up basket case for $1,500” locally.
From left to right: Clint’s son Shayne Zumwalt, his father Devin and Clint. Shayne checks the laptop between runs to dial the El Camino in for different surfaces and weather conditions they are faced with racing on the West Coast.
Unfortunately, it would be a good five years before Zumwalt was able to put fire to metal and begin building his mean machine. During those five years, however, he honed his fabrication skills and collected parts for the project.
“I continued to help others on their cars by doing roll cages, suspensions, and headers, which also gave me a chance to trade labor for
used parts.
This finally let me get to a place where I knew I could fabricate everything myself.”
In his two-car garage, Zumwalt built his own chassis jig and started the build with a pile of tubing and the shell of the car, which, despite being a southern car, required a good bit of metal refurbishment as most classic cars do.
Zumwalt Garage (Clint) handled the custom tube chassis build that sports a full custom strut front end and rear 4-link coilover setup. He also built the fabricated 9-inch rear end, and incorporated the slick “Z” pattern into the sheetmetal housing.
The El Camino’s cab remains steel, as do the bedsides, though he made the latter removable through the use of Dzus fasteners.
In addition to performing any required sheet metal fabrication, Zumwalt also hand-built the ex-
haust headers and breather tank, as well as the rearend that houses an aluminum 3rd member that uses a 4.11:1 gear set to spin 35-spline axles. The hood, front clip, and doors are all fiberglass from VFN Fiberglass.
in mounting bracket
scavenge sections feature individual timing gears to ensure proper clearance at high rpm
Clint was able to acquire the proven blown, alcohol-injected, big-block Chevy out of his dad Devin’s C10 sooner than expected, and slid it between the rails of the El Camino while it was down for work.
“The build took one year, working on it on and off while fabricating on friends' race cars,” Zumwalt told us. “The goal was to get the car done before the 66 Street Drags in 2023.
For those not familiar with this event, the Kingman Rt. 66 Street Drags were said to be the largest
legal drag race in the world and took place on historic Route 66 in Kingman, Arizona.
Zumwalt made the deadline and arrived at the event with the El Camino covered in black primer and sporting an alcohol-injected, bigblock Chevy powerplant.
The El Camino was originally debuted with an alky big block Chevy, but was reborn in 2024 with the blown big block you see here.
A Littlefield 10-71 supercharger is topped by an Enderle Bird Catcher and a Rossler Powerglide with TCS torque converter transfer power rearward.
“Immediately after the street drags, I tore it all down to paint it.” While Zumwalt Cerakoted the chassis, headers, and fuel cell himself, he left the paint and bodywork to Kurt Holmes, who was given creative control of the look of the project.
As luck and good timing would have it, Zumwalt’s father decided to change the drivetrain in
his Chevy C10 pickup and his son was able to procure the outgoing engine.
“I was able to get his blown, alcohol-injected, big-block Chevy, which was always my goal for the car but I was able to do it sooner than expected,” Zumwalt said. “I had to make some changes to the hood to fit the engine while it was out.”
A cast-iron Dart block was hogged out to a roomier 622 cubic inches by Sureway Automotive and Machine and CNC ported BMF 385 heads were studded in place with Clint’s dad handling assembly duties
Clint Zumwalt’s Blown Big Block 1966 El Camino
■ Body & Paint:
Fiberglass - Hood, front clip, and doors from VFN. Paint-Kurt Holmes.
■ Chassis Modifications:
Zumwalt Garage custom no-prep chassis.
■ Suspension (Front & Rear):
Custom tubular strut frontend with double adjustable front struts.
Custom 4-link coilover set-up with QA1 double adjustable rear shocks.
■ Engine:
622 CID. Big block Chevy. Cast iron Dart block with Callies crankshaft, Oliver billet steel rods and custom forged JE boost-spec pistons. BMF 385 CNC ported cylinder heads with Titanium valves and T&D shaft rockers.
■ Induction & Fuel Delivery:
Enderle Bird Catcher hat.
Watermen mechanical fuel pump.
■ Power Adder:
BDS intake with Littlefield 10-71 standard helix blower.
■ Transmission:
Rossler Powerglide with TCS converter. QA1 carbon drive shaft.
■ Rear End:
Custom fabricated sheetmetal housing with aluminum 3rd member,35 spline axles and spool and 4.11 gear.
■ Tires & Wheels:
RC Comp wheels, Mickey Thompson rear tires.
■ Interior:
Autometer gauges, aluminum seat, Simpson belts and Hurst shifter.
■ ET & MPH:
No time car only to date.
■ Most Unique Feature(s):
It’s an El Camino…the paint and engine combination.
■ Reason For Build:
To challenge myself to build my own car and do all the work in-house.
■ Most Memorable Experience:
My first burnout in a blown injected door car!
■ Thanks To:
My dad Devin and son Shayne with the build.
Kurt Holmes for paint and body.
The Webbers at Sureway for engine machine work.
The rest of the car was ready to handle the new engine and in early 2024, Zumwalt was ready to roll out his renovated ride.
He shook it down at Chuckwalla Dragstrip in Desert Center, California, before entering the Street Drags once again. There, he made it to the final round, squaring off against friend and fellow racer Shaun Shultz and his Dirty Bird.
“More recently, we raced the No-Prep Syn-
dicate at Barona and I was runner up in Big Tire,” Zumwalt recalled. “Since then, I went to a couple No-Prep events and the car keeps improving and getting faster.”
With all of the experience Zumwalt gained from working on other people’s cars, he now has the knowledge to tune his El Camino’s adjustable front struts and double-adjustable coilover rear shocks to get the Chevy to work on the street or strip.
Clint’s expertise is evident throughout the interior and starts with the chassis and cage work which incorporates a maze of bars and funny car style hoop to protect the driver. Clint installed a number of lightweight items such as the steering column, steering wheel, and race seat and fabbed up a custom combination gauge/switch panel.
And he needs to be able to do that with the powerplant’s copious horsepower and torque.
Based on a cast-iron Dart Machinery block, the big Chevy has been hogged out to 622 cubic inches by Sureway Automotive and Machine, and the elder Zumwalt assembled it with a Callies Performance Products crankshaft, Oliver billet steel connecting rods, and JE pistons. The cylinder heads are BMF 385s with CNC port work done to increase flow through the Titanium valves, which are actuated by T&D shaft-mounted, rocker arms.
Spartan is the order of business inside the El Camino, if for no other reasons than to keep things simple, neat and as light as possible, given the size of the car.
Sitting on top and making all of the cool noises is a Littlefield 1071 supercharger that is sandwiched between an Enderle Bird Catcher and a BDS intake manifold. A Waterman mechanical fuel pump provides the steady supply of alcohol fuel and later, burning, watery eyes for those close by. Backing the 1966 Chevy’s engine is a TCS torque converter and Rossler Powerglide that twists a QA1 carbon fiber driveshaft.
At some point, Zumwalt needs to slow things down and to be able to do that, he bolted on a
set of custom disc brakes, though it’s hard to see them behind the RC Components wheels and Mickey Thompson/Hoosier tires.
Inside, it’s all business and all race car with sheet metal being the preferred covering for most of the cabin. Numerous lightweight items such as the steering column, steering wheel, Auto Meter-equipped gauge panel, and Kirkey racing seat contribute to a more svelte curb weight, while Simpson racing harnesses and a Stroud parachute keep the racing endeavors safe.
While there are no elapsed times or speeds to talk about, we’re sure it’s plenty quick and fast given the powertrain.
The main idea behind the build was for Zumwalt to challenge himself to build his own car and do all the work in-house. “I do all the fabricating, my dad Devin does all
the engine work, and my son Shayne does tuning and 3D-printed parts for the car,” Zumwalt said. When we asked him what has his most memorable experience has been with the El Camino thus far, he replied with, “My first burnout in a blown, injected door car!”
The El Camino was an instant hit on the West Coast no-prep scene gaining notoriety for its wicked look, blown big block combo and taking the win light, too.
Photo: Pete Liebig
Without the ’chute and meaty rear tires most might just mistake Jeff Smith’s pristine 2004 Ford Mustang
SVT Cobra for the rare American muscle icon that it is – there were only 281 produced in Competition Orange – but it packs an extra punch to the tune of 8-second quarter mile hits on the strip!
“My dad was always in the garage tinkering with cars,” Smith told us. “He got me into cars, but it went to another level in 1994.” In ’94 a buddy of Jeff’s, Scott Britton, took him to Orlando Speedworld in his 1990 GT. The car had heads, a cam and Paxton SN supercharger and ran a high 11s. “Scott let me make a pass and I’ve been hooked since,” he added.
From that point on, Smith’s ‘tinkering’ got more serious and it soon morphed into building his cars with one thing in mind, time slips and
speed! After owning a number of Mustangs and racing a 1993 mid-10 second 302 supercharged Cobra, he decided that he wanted to up the ante and go with a modular motor platform. And while he still has one of the five Cobras he’s had over the years, he intends to swap that out to a Coyote motor.
Smith turned his attention to finding the factory Cobra Mustang that he had always dreamed of and that’s when this 2004 SVT Cobra came onto his radar.
Story: George Pich
Photos: Eddie Maloney
“I had always loved these Cobras and stumbled across this car 11 years ago while looking on Craigslist.” Smith recalled. “All I remember seeing was one terrible picture in a messy garage, and the ad said ‘rare orange Mustang 1 owner’. I picked up the phone and called immediately. The older gentleman said he purchased the car new from Brandon Ford, that it was garage kept and had no modifications. I was sold and paid $21,500 for
the car with just 9,000 miles on it.”
Smith bought the Cobra as a stock package that he intended on keeping that way, but within a month the mods began. He even went out and bought another daily driver so he could focus on making the Cobra everything it could be while still keeping the stock engine/ trans/rear end configuration, and that meant retaining both the standard transmission and independent rear suspension.
The Cobra has seen a number of iterations over the past decade, mostly upgrading the blower, eventually arriving at its current supercharger, a sizeable Whipple 3.0 Gen 5
Of course, you can’t just throw a hefty blower on a stock motor and expect any sort of amazing results or have it last, so Smith had Advanced Cylinder Heads
let to take the abuse of street and strip duty. Starting with a Teksid 4.6 aluminum block – the strongest Ford made –ACH matted a Kellogg crank with custom forged JE pistons
The oiling system was treated to a host of parts and 9-thread factory heads (CNC ported by Advanced Cylinder Heads) were given a competition valve job and fitted with Ferrea valves and Comp springs, and a Cobra Engineering head cooling mod. Custom Comp cams were used and aftermarket fasteners help hold everything together under substantial boost.
To increase fuel flow Smith went with a Fore fuel hat with twin 525 Hellcat pumps, Fragola -8 fuel feed and return lines, an Aeromotive regulator, Fore fuel rails, a Fuel Lab filter and ID1300
A 7-gallon trunk mounted ice tank was used to help cool the air charge from the blower.
To expel spent gasses, American Racing Headers exit into a 3” X-pipe and custom dump system.
Still a stick car, Evans relies on a G-Force g101a trans for transferring the nitroused ponies rearward to the fortified factory 8.8 rearend.
The Advanced Cylinder Heads-built mill started with a Ford Teksid 4.6 aluminum block. A Kellogg crank with custom forged JE pistons pinned to Molnar Power Adder connecting rods rotates inside. The oiling system was enhanced and heads are factory CNC ported 9-thread units. A Cobra Engineering head cooling mod, coolant crossover and oil cooler delete were also installed.
To an untrained eye the package under the hood may look stock, but that’s a credit to the installation. In fact, a heavily built mod motor rides between the rail
fuel injectors.
The icing on the cake! A race ported Whipple 3.0 Gen 5 blower now sits atop the 4.6 mod motor.
Jeff shifts through a Tremec Magnum T-56 with Quick Time Pro SFI bellhousing, McLeod RXT1200HD clutch and flywheel. A Stifflers crossmember and driveshaft safety loop were also used.
And this is where the plot thickens a bit.
Most builders will swap out the Independent rear suspension for a solid axle setup but Smith wanted to keep the IRS. The rear end was fortified with an Eaton True Trac 31 spline differential, Driveshaft Shop Pro Level halfshafts, a 3.55 Ford Performance gear set, Ford Racing differential cover
Jeff Smith’s 2004 Ford Mustang SVT Cobra
■ Body & Paint:
Original Ford Body, Original Ford Paint – Competition Orange 1 of 281 produced in 2004.
■ Chassis Modifications:
Tig Vision 8.50 cage MAF Racing Parachute mount.
■ Front Suspension:
Maximum Motorsports full tubular k-member and A Arms up front with coilover kit.
Rear Suspension – IRS rear with full Maximum Motorsports (IRS – Race Grip Package).
Custom Maximum spec rear coilover kit.
■ Engine:
Fully built Teksid 4.6L block, ARP fasteners throughout, JE pistons, Molnar Power Adder rods, Boundary 3v oil pump with GT500 windage tray, Kellogg Crank (built by Advanced Cylinder Heads). American Racing Headers, 3” X-pipe & custom dump system.
■ Cylinder Heads & Camshafts:
9 thread factory heads (CNC ported by Advanced Cylinder Heads) competition valve job with Ferrea valves. Custom Comp cams & valve springs. Cobra Engineering head cooling mod, coolant crossover & oil cooler delete.
■ Induction & Fuel Delivery:
Fore fuel hat with twin 525 Hellcat pumps, Fragola -8 Fuel feed & return lines, Aeromotive regulator, Fore fuel rails, Fuel Lab filter, Injector Dynamics ID1300 fuel injectors.
■ Power Adder:
Gen 5 Whipple 3.0L with competition port by Whipple Superchargers Metco Motorsports custom 10 rib belt conversion.
■ Transmission:
Tremec Magnum T-56, Quick Time Pro SFI bellhousing, McLeod RXT1200HD clutch & flywheel Stifflers crossmember and driveshaft safety loop.
■ Rear End:
IRS – Eaton True Trac 31sp differential Driveshaft Shop Pro Level halfshafts & carbon fiber driveshaft, 3.55 Ford Performance gear set, Ford Racing differential cover & iron housing from T-bird.
■ Brakes:
Stock calipers Baer Eradispeed 2-piece rotors on all 4 corners, Stifflers stainless steel brake lines.
■ Tires & Wheels:
Weld S-71 single beadlock rears with 26x11.5x15 GTP tires. AlumaStar with Mickey Thompson SR radials.
■ Interior:
Front race seats, CM Components rear seat delete, Stroud chute, RJS seatbelts.
Holley HP ecu with 6.86 Pro Dash. Antigravity lightweight battery with Cobra Engineering battery box. 7-gallon trunk mounted ice tank, ¾ lines, VMP Intercooler brick, AFCO heat exchanger, EMP pump.
■ ET & MPH:
Personal best 8.96 @ 161 (at SGMP)
■ Most Memorable Experience(s):
Completing in my first drive and drag event. I competed with no trailer, didn’t change wheels, went 1000 plus miles and did nothing but pour e85 in the tank and enjoy. My average was a 9.07 on a street legal DOT tire. I look forward to many more years of seeing how much faster we can get the car to run.
■ Thanks To:
Advanced Cylinder heads – Engine builder.
Knights Automotive – general repair shop always willing to lend a hand.
Mcleod Racing – clutch & flywheel.
Tremec Transmission - Magnum.
Whipple Superchargers – gen5 3.0.
Cobra Engineering – head cooling mod-coolant crossover- battery tray.
Driveshaft Shop – driveshaft & axle shafts.
Metco Motorsports – pulleys & idlers.
Stifflers – trans crossmember – brake lines – safety loop.
Maximum Motorsports - suspension.
Holley EFI -HP & Pro dash standalone.
Tig Vision -8.50 cage.
Antigravity Batteries.
J-Powder Solutions – powder coat.
Race Results
♦ 2024 - Drag and Drive finished #4 of 27 cars 9.07 average.
♦ 2024 - NMRA Gainesville - Stick Shift Shootout winner.
♦ 2024 - OSW Stick shift mafia runner up.
♦ 2024 - NMRA Ohio - qualified #3 of top 8 stick cars in TS class.
♦ 2024 - Ford Takeover – Semis in 2nd chance race.
♦ 2023 - NMRA Orlando - Stick shift Shootout winner 9.0 TS win.
♦ 2023 - NMCA overall True Street Winner.
♦ 2023 - NMRA Ohio - Stick shift shootout runner up 10.0 win TS.
♦ 2023 - Orlando Speedworld - No Prep Baby Street Win.
♦ 2023 -Orlando That Racing Channel Invitational Win.
♦ 2023 - Bradenton - Mod Nationals - Driver Mod runner up.
♦ 2022 - Gainesville 352 Shootout - Stick Shift Win.
♦ 2022 - Orlando - No Prep Stick Shift Win.
♦ 2022 - Orlando - No Prep Stick Shift Win.
♦ 2022 - That Racing Channel - Stick Shift Winner (Street Kings).
♦ 2019 - NMRA Bradenton - qualifier #3 of top 8 stick cars in TS class.
♦ 2019 - NMCA - Bradenton - True Street 10.00 Win.
♦ 2019 - Sebring - Battle at the Bridge - Runner Up Stick Shift class.
♦ 2019 -NMRA - Bowling Green - qualifier #1 of the top 8 stick cars in TS class.
♦ 2019 - Speed Addicts - South Georgia Motorsports Park - Stick Shift Win.
♦ 2019 - Stick Shift Mafia - Clearwater (Sunshine Dragway) Runner Up Stick Shift.
♦ 2018 - NMRA Bradenton - qualifier #2 of top 8 stick cars in TS class.
♦ 2018 - NMRA Bowling Green - True Street 10.00 Win.
♦ 2017 - Streetcar Takeover - Orlando Event Stick Shift class win.
♦ 2017 - Steeda Stampede - Orlando event True Street Win.
♦ 2017- NMRA Bowling Green qualifier #4 of top 8 cars in TS class.
♦ 2016 - NMRA Bradenton - Stick Shift Shootout Winner.
♦ 2016 - Steeda Pony Wars - South Georgia Motorsports Park - Stick Shift Win.
♦ 2015-Streetcar Takeover Orlando Event- Stick Shift Winner
♦ 2015- Stick Shift Mafia runner up stick class.
♦ 2014 - NMRA Stick Shift Shootout runner up and 11 sec True Street Win.
♦ 2014 - SVT Shootout - Maryland RacewayRunner Up
♦ 2013- Funford Weekend - Palm Beach RacewayPony Wars class win.
♦ 2013 - NMRA Bradenton - Stick Shift Shootout winner - 1st to ever win.
Inside, the Cobra remains mostly stock aside from the 8.50-certified roll cage, a pair of race seats and belts, rear seat delete and interactive digital display inset into the dash where factory gauges once sat.
The aftermarket 6.86inch digital dash was expertly worked into the original gauge panel framework. The aftermarket shifter commands a Tremec Magnum T-56 with Quick Time Pro SFI bellhousing and twin disc 1,200HP-capable clutch setup.
and an iron housing from a T-bird.
Suspension wise, the IRS was treated to a Maximum Motorsports Race Grip package and custom rear adjustable coilovers. Up front, a Maximum Motorsports full tubular k-member and A-arms with coilover kit was installed. The chassis was stiffened and an 8.50-cert cage from Tig Vision was added inside the cockpit.
By choice, the Cobra remains mostly stock inside, aside from the roll cage, a pair of race seats and belts, rear seat delete and interactive digital display inset into the dash where factory gauges once sat.
Each version of Smith’s Cobra has been successful on the dragstrip (check out the impressive Race Results list in our RPM Tech Sheet), and it has proved to be ev-
erything he dreamed of and more.
“The car is a reliable low 9/high 8-second stick shift car that I occasionally drive to work and to local cruise ins. It has won 4 Tremec Stick Shift Shootouts and qualified in the top 8 nineteen times. What more could I ask for.”
As much as Jeff Smith wanted to keep his stunning
Competition Orange 2004 Ford Mustang SVT Cobra stock, he couldn’t fight the urge to make something really good even better. The goal was to create a street car that was a force to reckon with on the track, all while keeping the factory look and appeal of the original car, and the result is one sneaky snake that gets the job done.
Many drag racers cut their teeth in organized drag racing running in Bracket classes and then move on. Ian Hill started on the streets, then spent a few decades mastering Brackets, and then took on headsup drags.
Longtime RPM readers may recall that we featured Ian back in 2015 just prior to his foray into heads-up action with his 1984 ProCharged Camaro. Needless to say, here we are ten years later and Hill is literally hooked on heads-up!
Story: Chris Biro
Photos: Blake Farnan
As a child Hill watched his dad race dirt Late Model and by age five he could be found after the racers sitting in the driver’s seat making race engine noises.
“Add to that that my dad had to stick me into the family’s ’69 Chevelle most nights and drive around the block to get me to sleep, and you can safely say I grew up around cars,” Hill said.
Hitting The Streets
After finishing the restoration of a 1967 Chevelle code named “GME GAS” with his Dad in late 1993, Ian knew he was headed towards street car racing almost right away. “I remember picking the Chevelle up from the paint shop. Fresh, bright pearl paint, no bumpers, no windows, just a front seat, steering wheel and go-pedal.
While the stock steel body tub was used, Hill’s Camaro has the max amount of Joe Van O carbon fiber possible. Their 67/68 Camaro stock dimension nose and a Joe Van O custom wide Outlaw cowl hood, doors, deck lid, rear wing, side plates and wicker.
I promptly did a 200ft long burnout down the street before turning around and loading it on the trailer. It was awesome… however I think my painter at the time had a stroke right there and then!”
Once the Chevelle was ready, Hill and his Dad showed it and won a number of awards.
“At Motorama ’94 we won our class and every specialty award we could for our class,
except best paint, which may have been because of the stone chips at the bottom of the rear quarters… or not!”
From there, the Hills hit every car show around on Saturday and Sundays, however, Sunday nights were for street racing. “I turned so many laps in the Chevelle I can't even start to count the amount of rear tires I when through over the next few years.
By the early 2000s the 327 was upgraded to a 500hp small block and was running high 11’s and still street raced every Sunday night,” Hill added.
After a number of years off, Ian came back onto the scene with a selection of cars he drag raced in various Bracket classes that culminated in his full-chassis 1969 Camaro, known locally as the RPM Mag car (featured in RPM Mag's June 2015 issue). “We hit a best of 4.83 (1/8th) and 7.51 (1/4) and won a $10,000 race with that car before selling it.”
Having The Heads-Up Time Of His Life!
It was just about the same time in 2015 when Hill’s drag race experience would change forever. He built a wild 1984 Camaro for heads-up, grudge and no-time gigs. Hill explained: “Street car style and no-time racing was gaining momentum in the Northeast States and with my relationship with RPM, we focused on their upcoming War By The Shore in Ohio and War In The North in Ontario, and any other events we could run.”
Adding to the car’s long lean look are the dark tinted Lexan windows used on the sides and rear. Jason Gallant's Priority Collision in Welland, Ontario completed all the paint work and the original replacement trim pieces are from Muscle Car Specialties, Barrie Ontario.
Under the car, Ian had severe duty components installed (such as 1.625" 4-link bars and a Pro Mod style anti-roll bar set up) and extensive bracing was added to handle the rigors of radial tire racing at this level.
Joe Van O's engine pan, transmission pan, and flat panel Carbon panels can be found helping to build the flat bottom set up under the car. Under the rear of the car is finished with Carbon tubs, and Joe Van O's rear diffuser trunk panel.
Ian acquired the X-Tom Craig owned/ Kelly Cooper driven 4th Gen Camaro “Big Red” and stuffed a 555 engine with a full water-cooled ProCharger system in it.
“We were off to test our track tuning abilities on 28x10 Mickey Thompson SS DOT street style tires and we struggled to say the least! The MSD Power Grid was so new and there weren’t many tuners around to lend a hand. So bouncing be-
tween not enough starting line timing and too much, we either bogged or spun the tire hard each pass. Our ET seemed to be stuck at 5.20, holding us firmly in the #5 qualifying spot at most races (Number 1 being regularly 5.10-5.11 @ 134). We were crossing the line at 167mph in most cases, so I knew we were close on the tuneup, I just couldn’t grab the starting line. Small tire racing in 2014-2018 was not what
with 'Big Red' in 2015
Ian,
“Low” was one theme of the build and as you can see Hill accomplished that. His Camaro is just one of those cars that looks fast, sitting still.
Ian Hill rips down the track with this incredible pass!
is today and track prep was not even close, however, the excitement of small tire heads-up racing was contagious, and I was hooked on it big time!”
From Big Red to a nitrous Malibu, Hill proceeded to earn some street cred in the game and a whole wealth of knowledge
in heads-up small tire and no-time drag racing. It was now officially game-on as Ian upgraded his ’68 Camaro to badass status with a ProCharged all aluminum SBC and won his first race and then, well, for anyone who knows Ian Hill, when it comes to his race cars the situation is usually very fluid.
Rear suspension is a custom 4-link coilover with anti-roll bar setup. Pande's Performance also built the full floater rear end set up for 10" gears.
Next up was a trip into the realm of Fox Body and Ford power with “The Booger” fuel injected/turbo combo on radials. With another first event win and further success with The Booger, it too was soon up for sale.
Hill was back in the seat of his ’68 Camaro, this time stock suspension nitrous racing in Georgia, but soon after converted it to turbo and fuel injection with a best performance of 4.77 at 155 mph in the eighth with a 1.15 60 foot.
“Small tire racing had bit me hard and I acquired our current hot rod, a 1967 Camaro, from Louisiana, and bought it after one burnout in the car!”
Hill switched to a Harts 88mm Turbo and hasn’t looked back. Custom headers and the slick hot side and cold side plumbing was built by Pande's Performance.
A Hogan billet intake, 8 AFIS 600 injectors and 20GPM mechanical fuel pump feed the boosted small block a healthy dose of methanol fuel
Ian Hill’s 1967 Camaro Small Tire Radial Drag Car
■ Chassis Type & Mods:
2010 Matukas Motorsports 6.50 cert. chassis with a bolt-on Smith Racecraft front subframe and double frame rail from firewall back. Updates by Pande's Performance in 2024.
■ Suspension:
Front suspension - Round tube control arms mounted to the factory position Smith Race Craft sub frame. Front shocks and spring are Menscer coil overs that utilize the factory type upper spring pockets. TBM brakes are used on the front of the car.
Rear Suspension - 4 link rear suspension, updated by Pande's Performance includes a full floater style 9" diff that accepts a 10" gear set. Pande beefed everything up for the radial style racing the car was being set up for: 1.625" 4 link bars and a Pro Mod style anti roll bar set up. The wish bone was modified and moved for full chassis extension clearance. Many, many X's and chassis braces were added in and around the 4 link brackets as well as in the areas of the shock mounts and antiroll mounts. Menscer 4 way rear coil over shocks and springs. Suspension was set up by Jaylen at Menscer Motorsports in the spring of 2024 prior to testing the Camaro at Darlington Dragway in April.
■ Body & Paint:
The Camaro is fitted with the latest design Joe Van O carbon fiber. Their 67/68 Camaro stock dimension nose and a Joe Van O custom wide Outlaw cowl hood is fitted up front. Joe Van O doors, deck lid, rear wing, side plates and wicker finishes off the stock steel shell of the 67 Camaro. Under the car, Joe Van O's engine pan, transmission pan, and flat panel Carbon panels can be found helping to build the flat bottom set up under the car. Under the rear of the car is finished with Carbon tubs, and Joe Van O's rear diffuser trunk panel. Dark tinted Lexan was used on 3 sides while clear Lexan was kept up front. Jason Gallant's Priority Collision in Welland, Ontario does all paint work and the original replacement trim pieces were supplied by Muscle Car Specialties, Barrie Ontario.
■ Engine:
427 cubic inch Bennett Racing Engines Small Block Ford (400X). Ordered to current X275 specs. Billet Dart Block with a Callies billet crankshaft, GRP aluminum rods and JE pistons. Bennett ported SC1 heads (flow in the very high 400cfm range), T&D rockers, and big enough intake valves you could almost fit your fist into the seats! Add in a super secret custom camshaft and rocker ratio (sizes withheld for health reasons - I could tell you, but then I’d have to kill you) and the long block is complete. R1 oil pump and Clearview 6" filter.
■ Induction & Fuel Delivery:
Hogan billet intake, 8 AFIS 600 injectors, 20 GPM Pande's Performance mechanical fuel pump, System 1 fuel filter, Goodrich lightweight fuel lines from RCR Performance, Methanol Fuel supplied by Honeywood Motorsports.
■ Power Adder:
Harts 88mm Turbo with Precision wastegates and blow off valve. Custom headers, hot side and cold size was built by Pande's Performance.
■ Transmission & Converter:
M&M Transmission T400 3speed with internal and external dump valves and a titanium bellhousing with a Cameron’s Converter. Torque management (trans repairs and updates) provided by Hutch's Transmission. PST carbon fiber driveshaft.
■ Rear Differential:
Pande's Performance full floater 9" set up for 10" gears. We bounce around with gear ratios as we continue to tune to different power levels. We use 3.89, 4.10 and 4.30 ratios.
■ Other Important Vehicle Information:
While the Camaro is 95% X275, we built it to run the Canada Heads Up Shootout Series EZ Street class which has us at a combo minimum of 3325lbs. We have the Camaro ready to cross the scales at 3336 most days with frontal weight set at 52%. Rear suspension is setup with 7" of travel. We regularly run 28" Pro Bracket radials.
■ Electronics:
Haltech Nexus R5 ECU with the latest updates. MSD Pro 600 CDI controller and coil kit. Data acquisition sensors include: 8 EGTs, ride height, 4 shock sensors, IAT, MAP, exhaust pressure (measured through a Billet Pro Shop canister), engine oil temp, fuel pressure, CO2 pressure, trans temp, trans pressure, converter pressure and driveshaft rpm. Speedwire main shut off kit with E-stop style shut off buttons located at the rear of the Camaro and one within arm’s reach of the driver and a Braille 16 volt battery. Chutes are operated through the ECU with a steering wheel button and shifter through the ECU.
Wired by RSR (Ryan Sammut Racing) so the entire car is run through the ECU. Everything from the engine and trans functions to the shifter, chute activation, external and internal lights are all operated at the Haltech keypad, through the ECU. Victor Contreras of Victory Wiring did the original tuning on his Hub Dyno in Kentucky and followed up with on track and remote tuning during the events we attended in 2024.
Victor and car owner/driver Ian Hill have the keypad programmed so that changes can be done on the fly (right up to the point where the car is pre-staged). The driver can modify the launch rpm, boost ramp timing, starting line tune up and how violent the creep is, all at the touch of buttons on the keypad!
■ How Many Years Racing: 32
■ Best ET & MPH: 1/8 mile - 4.43 @ 168
■ Thanks To:
• Long time supporters of my Team: RPM Magazine.
• Product/ Service Partners and supports: Tuned by Victor Contreras Victory Wiring
• Electronic Components: Speedwire
• Carbon Fiber Body Components/ wing/ belly pans: Joe Van O
• Wired by: Ryan Sammut Racing.
• Powder Coating : Niagara Custom Powder Coating.
• Race Team Shirts: Fast Eddies.
• RC Components Rim supply: Agostino Motorsports.
• Body and Paint : Priority Collision.
• Engine: Bennett Racing Engines.
• Harts Turbo and Pro Torque Converter supply: John Kolivas KBX.
• Injectors : AFIS 600.
• Race Tire Supply: Auto FX, Hamilton.
• Transmission : Hutch's Transmission.
• Billet Products BPS Billet Pro Shop.
• Chassis Builder: Matukas Motorsports (Steve Matukas).
• Chassis Updates/ Turbo Install/ Floater Diff: Pande’s Performance.
• Chassis Set Up: Menscer Motorsports.
• ECU: Haltech R5.
• Trans cooler/Race Jacks: Profab.
• Battery: Braille 16v.
• Factory Trim: Muscle Car Specialties.
I'd like to send out a big thanks to my crew:
Al Laslo, Chris “Barney” Barnfield, Mario Castallani (looking over us from above), Gib Linnborne, Victor Contreras, Alexx Hill, Kate Hill and Jason Gallant.
Once home, Hill partnered with Agostino Motorsports for a billet 4.6 bore-space small block, a pair of 88mm turbos and a lock-up M&M transmission for Pro275 competition. While all this is going down and parts are being delivered, Ian
was setting up an X-Pro stock GTO for a local 33x10.5 slick class when disaster struck. “I hit the wall dead-on going 130-140 mph. Some life choices were revisited and I decided to sell off all of the horsepower components I had been accumulating for the ’67.
Victor and Ian have the keypad programmed so that changes can be done on the fly (right up to the point where the car is pre-staged). The driver can modify the launch rpm, boost ramp timing, starting line tune up and how violent the creep is, all at the touch of buttons on the keypad!
Yes, it’s a beer can built into the pedal!
Then the roller was sold too.” But as the saying goes, if you love something set it free, and…
Hill sold off the crashed GTO and a few other race related parts and rollers he had sitting in the shop as well, when to his surprise the guys that bought the ’67 Camaro called after only 3 races with their new car, asking if he would be interested in purchasing it back. “I jumped on it with a new goal of running the local EZ Street class which is a similar, but slightly heavier version of X275.”
A meticulously laid out interior is filled with as much carbon as possible and the maze of bars making up the 6.50 ET-certified cage have been coated in a gunmetal color
Photo: Kelly Cooper
A Haltech Nexus R5 ECU with the latest updates and the whole 9 yards of sensors controls the Camaro. The car was wired by RSR (Ryan Sammut Racing) and near everything is run through the ECU. From the engine and trans functions to the shifter, chute activation, external and internal lights are all operated at the keypad beside the driver, through the ECU.
After partnering with Pande’s Performance to perform a number of updates to the chassis around the rear suspension as well as adding a new full floater 9.5” rear end, the chassis was ready to have the engine and trans installed, along with all the tubing for the hot and cold side of the turbo installation. “We engineered the car with radial racing in mind,” Hill continued. “The crank centerline was kept very low and the ballast to get to minimum weight was kept very low and spread throughout the car.”
Photo: Kelly Cooper
To date, Hill’s best 1/8 mile hit in the Camaro is 4.43 @ 180mph, and he’s shooting for 4.3s this year! Victor Contreras of Victory Wiring did the original tuning on his Hub Dyno in Kentucky and followed up with on track and remote tuning during 2024 events.
After a full season on the Camaro – seven races, three of which he and his team struggled with a turbo issue – they got the car down to 1.09/4.43/169 on home soil with only one race of testing on a new turbo. “We upgraded to a Harts turbo and are loving the results! With the 2025 season approaching fast, we look forward to seeing where our adventures will take us as we continue to tune the car with goals of 4.3s in our sites.”
From watching his dad run Late Model dirt cars, to mixing it up with his Chevelle show car turned street racer, then making serious waves in the Bracket racing scene, and now taking on the world of heads-up small tire drags with this killer combination, yeah, it’s pretty safe to say that Ian Hill is having the time of his life!
For almost complete specs on Ian Hills Badass 1967 Camaro refer to the RPM Tech Sheet on Page 70.
insidescoop
RPM
YES... IT'S A FordPOWEREDChevy
Editor In Chief Chris Biro:
I personally have known Ian Hill for over 20 years and never in my lifetime thought he would have a Ford powered Camaro! Now, I can honestly say that pigs may just fly, hell just might freeze over and the cows are comin’ home! So I had to ask my friend, and probably one of the hardest core Chevy guys I know; "How do you feel about having a SBF propelling your new Camaro?" And "How would you rate the Ford power so far?".
Ian Hill:
Yes, I have been a Chevy guy since the beginning! When it comes to a race car project, I am careful, precise and organized for the most part. I sat down and wrote up a list that started with the class I wanted to run in, what the options were for a class car of that caliber and the effects of staying local or travelling to race. After knowing I wanted to race EZ Street (28” radial tire class) I then built my list for the car. It needed to be a first gen Camaro, needed to have a Smith Racecraft style front subframe, needed to have 4-link
rear suspension and needed to be overbuilt around the 4-link brackets and antiroll bar areas. It needed to be low, very low! I wanted as much Joe Van O body panels and components as could be put into the car –they offer the strongest, lightest and best attention to detail carbon fiber parts in the world as far as I am concerned... and they are good friends of mine! It needed to be able to meet 50% weight bias if required and it needed to be a small block turbo combo.
Then, based on the rules, I started planning the engine I wanted. Everyone wants lightweight, but I feel sometimes you compromise strength or durability or horsepower advantage when you go for options in class racing weight reductions. So I looked at the reductions and adders in the class and laid out the engine options if I went base weight and took advantage of the reductions vs. a combo that was base weight but received no weight reductions. I decided I wanted the advantage of the billet block or billet head options. I wanted non-inline valve, non-stock valve angle heads. I
...I really didn’t want to put a Ford engine in my Camaro (really, I didn’t)...
wanted a billet intake and wanted to take advantage of front air intake. So I ended up with the heaviest combo. At the time, I heard X275 turbo combos were seeing 38+lbs of boost, so I figured the true boost numbers were probably higher – the fastest guys never let out their secrets – so whether I could get “the turbo” or not, I should build a combo to see 4045lbs. After a few key conversations with my choice of engine builders, I decided my option was best to find a billet block and stay cast heads. I called everywhere to find a billet SBC block and they were 14 months out. As that wasn’t good enough, I called around again, this time looking for an LS billet block and they were 12 months out. Still no good! Man… there’s only one option left, I really didn’t want to put a Ford
Following our photo shoot, we sat down with Ian to get his thoughts on the unique engine combination in the Camaro...
engine in my Camaro (really I didn’t). I called the head of the Tech Dept. of most of the largest radial events in the south and asked a simple question – over the last dozen big events, what combo would you say is dominating the top 5 qualifiers in X275? His answer; small block Ford. So I got on the phone and talked to John Kolivas (KBX) about Bennett Racing Engines. John gave me some options and some opinions and the best part is that they stock blocks, cranks and heads! At that point I was in! I already knew the benefits of the SBF – 9.250 deck height block, raised camshaft design and spread-port heads that flow big cfm! SC2 heads had just come out, but knowing our regular track prep level, I knew no matter what we would never be throwing all the power down unless we travelled south. So with that in mind, I went with the tried and true SC1 castings with
their Pro Porting program. I know it kills people to see a Ford powering a Chevy, but at this level we see billet Hemi engines very loosely designed from the early Dodge engines, we see 481x blocks designed from Hemi lower halves and BBC upper halves. We see big bore space billet blocks that utilize common small block journal sizes allowed to call themselves small blocks.
Today’s horsepower is truly unbelievable when we look at the progression of the race components during the last number of years. I found it all came down to the service I received from John and Bennett’s parts availability.
Yeah, sure...the valve covers have a couple more bolts holding them down than I am used too, but once I release the trans button I’m really not thinking about the little things like that!
Ntainly is a Pony Car! While the popularity of the Mercury Capri never came close to matching that of the Mustang, over the years they have been picked up for restorations and projects for both street and strip use, and show up once in while at events, much like how we unearthed this 1981 model during a WCHRA event at the famed Auto Club Famoso Raceway.
The Mercury Capri is a name mar keted by the Lincoln-Mercury di vision of Ford Motor Company on three distinct series of automobiles between 1970 and 1994. From 1979 to 1986, the Capri was one of the more sporty offerings of Mercu ry, following along the lines of its Mustang counterpart, both built on the very popular Fox Body platform. The cool thing about
Richard Shelly along with Bill and Michelle Wallace has campaigned this car throughout the West Coast and as far as Texas for a decade and a half.
Story & Photos: Eddie Maloney
Article first appeared in the February 2021 digital issue.
RPM MAGAZINE Reprint IN Print! RPM MAG’s commitment to features that appeared digital-only since June 2020.
He has competed in the PSCA, WCHRA, AZFSC, and is a regular at the annual Street Car Super Nationals in Las Vegas. And yes, it is typically the only Mercury Capri there!
owning one is that, aside from body parts, most items are interchangeable with the Mustang. For some reason, the Capri garners more attention today than it ever did. Perhaps
that’s because there seems to be more Fox Mustangs at most events than all the other body styles combined. Popularity of different automotive body styles come and go, but Capri’s had nowhere near the production numbers of Mustangs and are becoming harder and harder to find.
For Richard Shelly, drag racing was part of his childhood in a big way, so it was no
in
You also may recognize this car from the TV shows Pinks, All Out and Pass Time.
surprise that he’d end up in the driver’s seat of something built for the dragstrip. “When I was young, my parents worked at Phoenix Raceway Park and my brother drag raced along with my dad. After I received a baseball injury, I couldn’t play the game anymore, so
we started looking at getting involved in Junior Dragsters,” Richard explained. He started racing juniors at the age of 12 and in his second full year competing, finished 2nd in the points chase at Firebird Raceway. From there, he transitioned out of the junior ranks
The basic interior in the Capri is as Spar tan as Spartan gets, serving two main purposes, safety and control.
in his family’s 1981 Chevrolet Malibu. “I bracket raced it for a while and then my buddy Jason and I decided to try a little heads-up racing with it.” That Malibu would start a whole new level of need for speed for Richard, and from that point on he wanted to go heads-up racing in a fast nitrous car.
From there, Richard would drive cars for several friends in the Pacific Street Car Association (PSCA) as well as some local bracket races. He had been racing for many years with his good friends Bill and Michelle Wallace
who owned a 1981 Mercury Capri and started racing that car in both bracket and True Street classes, and became very successful at it. “After a while, we wanted to go play in the Outlaw 8.5inch tire world,” he said. Eventually, as they increased power, the car would get to the edge of safety for its OEM chassis and build, so they decided to slow it down just a bit and start running it in the Ultra Street category.
The Mighty Merc runs a single stage, nitrous assisted small block Ford powerplant. Brodix 20-degree cylinder heads with T&D shaft rockers are held in place by ARP hardware. Rotating in-
Sometimes,
less is more, and this little nitrous assisted small block Ford built by Outlaw Race Engines in Phoenix, Arizona is simple and reliable.
side the block is a Callies forged crank swinging a set of their Enforcer rods pinned to Gibtech forged nitrous pistons.
Topping the juiced small block is a cast Super Victor 351 intake with a Nitrous Outlet plate nitrous system
and a 950 CFM Holley HP carb. Power is transferred to the suspension through a beefed up Proshift transmission and a converter from Pro Torque. In order to run many of the small tire heads up classes, . Suspension upgrades consists of a Team Z Motor-
Bill and Michelle Wallace & Richard ShellyHeads Up No-Time/Grudge 1981 Mercury Capri Door Car
Chassis Type & Mods:
Stock type suspension, stock frame rail.
Suspension: Front TeamZ Motorsports K-member with Viking double adjustable struts.
Rear: TeamZ Upper Relocation Kit and TeamZ lower control Arms. Strange Double Adjustable Shocks.
Body & Paint:
Paint By Lamonte. Bright Silver with charcoal Gray. Painted in 2010.
Engine:
SBF with Brodix 20deg cylinder heads. Cast aluminum manifold with a 950 HP Series Holley carb. Callies crank and Callies Enforcer rods and Gibtech Pistons with Total Seal rings. T&D shaft rockers with Manton pushrods and crower lifters.
Power Adder:
Single Entry 4150 nitrous plate by Robert Lane.
Electronics:
MSD Grid with Nitrous Outlet Progressive.
Transmission & Converter: Proshift Trans with Pro Torque Converter.
Rear Differential:
8.8 rear with Strange axles and spool and Ford Motorsports gear.
Other Important Vehicle Information:
Engine completed at Outlaw Race Engines. All fab work copleted By CKR Fab works. Vehicle was on speed channels Pass Time and Pinks All Out. Car has won numerous events and championships along the west coast. Recently Won the WCHRA Ultra Street Championship in 2019.
Sponsors:
Outlaw Race Engines, CKR Fab Works, Total Seal Rings, Callies Performance Products, Robert Lane @ Fast Lane Nitrous, Eric Mitchell, EFI University, Manley Products, Dialed Performance Innovations.
Vehicle Owner/Driver Info/History:
Bill and Michelle Wallace/Richard Shelly/ We have been racing together for 20yrs. Started racing together in Junior dragster then went to bracket racing and then made our way to the West Coast heads-up scene.
The Capri, despite being identical to the Mustang platform except for body panels, never enjoyed its popularity, but it’s tough to find one anywhere these days, let alone the at the dragstrip.
sports K-member and Viking double adjustable struts up front. Out back boasts a Team Z Upper relocation kit, lower control arms and Strange combination.
For the past 15 years the Capri has been nothing but consistent and reliable. Richard has won events in both heads-up class events along with bracket categories. When we asked about best ET Richard was tight lipped. The grudge scene in Arizona is escalating quickly and he plans to
try his hand in that with the Merc and felt it best to keep potentials under wraps.
No matter what the class or form of racing, there’s little doubt that the Capri will continue its winning ways with Richard at the wheel.
The Merc has been a true workhorse at the track consistently going rounds and taking wins in heads-up class and bracket racing.
This wicked street/strip turbocharged Mopar is one cool
cool father/son project!
Article first appeared in the September 2020 digital issue.
RPM MAGAZINE Reprint IN Print!
RPM MAG’s commitment to features that appeared digital-only since June 2020.
Story: George Pich
Photos: Matt Trombley
Jody & Jared Babcock’s Gold Duster AKA “Fools Gold” may be an original 22,000 mile find, but once you take note of the big tires filling the wheelwells and the chute to help the turbocharged beast slow after a hard hit at the track, all bets are off.
Jody and Jared Babcock’s ‘72 Plymouth Duster burnout!
“We purchased this car as an original stock 6 cylinder Gold Duster in 2013,” tells Jody Babcock of the rare find Mopar.
The car was bought with a plan in mind, and that plan was for Jody to build it with his son Jared through his early teens, and then by the time he
was old enough to drive and race, it would be his to do so with.
The Gold Duster name was actually an option package offered by Plymouth that started mid-way through the 1970 model year. It consisted mostly of badging, gold stripes, upgraded seats, carpeting, insulation and a vinyl roof. Although it was offered with the 340 engine, many were base 6-cylinder offerings.
As you can imagine, this particular car equipped with the “leaning tower of power” Slant 6 engine and a few extra bells and whistles added to the base Duster’s very minimalist trim, was not the most popular in the lineup. But still, they’re rare and we think having one 48 years later is
pretty cool.
The car ended up near the Babcock home in Battle Creek, Michigan when the previous owner shipped it from Northern California with hopes of building it into a 340 clone.
That never happened, though, as Jody stepped in to buy it.
The engine is a Brett Miller built 358 inch Mopar creation, originally commissioned for NASCAR use. It all fits under a flat hood, which is interestingly one of the reasons Chrysler first built the Slant 6 that originally occupied this space; to provide a lower profile engine.
A nice clean small block Mopar with single turbo install made possible through the skills of Jody that were passed down to his son during this build.
The original interior is near-perfect. How about those wood grain infused door panels and bench
from cars to raise a family, Jody decided it was time to get the family into cars. By the time his son Jared reached his teens he was more interested in going to the track with his dad, so Jody decided to buy a car for a father/son
CALTRACS
Complete bolt on system: no mods,
Keeps
Eliminates
Pre-load adjustability
Durable
Detailed Illustrated Installation Guide
Custom sets
CalTracs, Calvert Mono Leafsprings, Calvert Sliders and Lowering Blocks
RON RHODES
1968 Chevrolet Camaro
This Gold Duster was an unmolested, original paint survivor car with only 22,000 miles on it, so a perfect candidate. “I am a fabricator and had done numerous cages and a lot of turbo fabrication for other people, so I knew we had to build a turbo combination,” said Babcock. And once that decision was made he would find a used R3W8 NASCAR engine to snap up and use as a base for the project.
The pair, along with patience from the rest of the family and help from some friends, built the car 100% in their home garage over the course of about 7 years. “Being a fabricator for a living, I wanted to make sure that my son had some skills in the garage, even if he chose to make a living some other way. He was involved in every step of the build and was hands-on throughout,” he added.
Jody stressed also that the length of time to build the car had a lot to do with budget, “It is a 100% debt free build” he said proudly.
Jody And Jared Babcock’s 1972 Plymouth Gold Duster Street/Strip car
Chassis Type & Mods:
Uni- body, Frame tied, 8.50 Chromoly cage.
Suspension:
Front suspension is a Tory Shellehamer Chromoly coil over conversion with Menscer double adj. coil over shocks.
Rear suspension is Calvert mono leafs and bars with Menscer double adj. shocks.
Body & Paint:
Original. 22,000 mile, 100% original paint car from Northern California.
Engine:
Brett Miller built 358 inch Mopar race block, W8 Mopar race cylinder heads, billet solid roller turbo cam.
Rotating Assembly: Billet Winberg crank, Carrillo rods, Diamond custom turbo pistons.
Induction:
Cast Mopar 598 race intake manifold, 90mm throttle body.
Power Adder:
Single turbo.
Electronics:
Holley Dominator EFI.
Transmission & Converter: PTC aftermarket Glide and PTC converter.
Rear Differential:
Custom width Strange S-60, 3.54 gear, spool, DTS girdle cover.
Other Important Information about the Vehicle:
This car was a father/son project started when my son was 11. We built the car to be a local No/Time grudge car that we could street drive, and race in the Mopar heads up 10.5 class. Throughout the build he has learned how to work with tools and do a little welding. This whole car was built in our garage and wasn’t finished until he was 18 (he’s 19 now). My plan to get him involved paid off as he just purchased a first gen S-10 for our next turbo build.
How Many Years Racing:
Around 20 years with my old car, and my son is just starting his racing career.
Thanks To:
First I would like to Thank my wife Michele and daughter McKenzie for putting up with us being in the garage a lot of late nights. Thanks to Brett Miller for the engine work, Tory Shellehamer for the front end work, Rick Trunkett for combination advice and engine tuning, Tim Clow for helping us a lot on the car and laptop. Thank you!
SPEED SAUCE T M PLUS INJECTION FLUID
Speed Sauce Plus water-ethanol mix comes premixed and ready to use straight from the bottle. Its 20/80 water/ethanol blend delivers more power per gallon. This ethanol-based fluid is not only less corrosive to fuel systems than methanol-based fluids but also safer to handle due to its lower toxicity.
• Provides 4% more power compared to methanol-based injection fluids
• Produces up to 15% more horsepower/torque than stock, with proper tuning
• Delivers added octane when needed thanks to the ethanol’s >115 octane rating
• Less corrosive than methanol version
A complete conversion has taken place up front in the Duster which includes a tubular k-member and control arms, coilover shocks and rack and pinion steering.
The unibody frame was braced and tied and an 8.50-certified chromoly cage was fabricated. Up front, Tory Shellehamer built a chromoly coilover conversion with tubular upper and lower control arms, Menscer double adjustable coilover shocks and rack and pinion steering. A cus-
tom width Dana Strange S-60 rearend with 3.54 gears, spool and DTS girdle cover is suspended by a Calvert mono leaf system with Calvert bars and double adjustable coilovers.
The single turbo mill is a Brett Miller built 358-inch Mopar race block stuffed with a billet Win-
berg crank, Carrillo rods, Diamond custom turbo pistons and billet solid roller turbo cam. A pair of W8 Mopar race cylinder heads are studded in place and a Mopar 598 race intake is fed by a 90mm throttle body, controlled by a Holley Dominator EFI system.
A Strange Dana S60 rear was shortened and filled with 3.54 gears, a spool and capped with a DTS girdled cover.
Stand clear when you hear the Duster fire up as a single bull horn exhaust exits spent gases out the right front.
A custom cooler for the turbo along with a fuel cell and battery take up some of the trunk space, but amazingly there’s still room to spare.
A PTC Powerglide trans and PTC converter send the boosted ponies rearward.
When you step inside the car, aside from the cage, Holley digital dash, some harnesses and shifter, you’d swear you were at the lot test driving Plymouth’s latest muscle car offering. Much of the pristine factory interior, including bench seat with armrest, has been retained and really gives the car a cool factory original vibe.
Jody feels the most unique feature is the car’s original paint and con-
dition. “There is nothing hidden on this car by body and paint work,” he said. That, plus the fact that the car’s performance the very first time to the track exceeded their planned performance goals, and everything else from here on is, Jody says, “just
icing on the cake”.
As for the most memorable experience with Fools Gold to date; “It would be getting to the point where I actually got to see my son drive it for the first time. That was an amazing moment for me.
What’s Old Is New if you haven’t read it yet!
Each month we host some of our past issues of RPM Magazine in this section. If you haven’t read them yet, they are new to you! If you have, maybe there’s a favourite car/story you want to read again….here they are!
CLICK A COVER OR SCAN A QR CODE TO GO BACK IN TIME!
