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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.
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AED Competition ................. 77
Misener Motorsports ........... 12
AFR:
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Air Flow Research ..... 5,39,81 AJE Racing.........................102 American Racing Headers ... 68
Northern Radiator ............... 82
Aurora Bearing .................... 83
Parts Pro/Total
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Truck Centers ....................... 69
Baer Brakes ...................35,94 BES Racing Engines ............. 17
Piston Racing Engines ......... 39
Bill Mitchell Products ....56,33
Profiler ................................ 72
BoulandMotorsUSA.com ...104
PRW-USA ............................ 18
C & S Specialties .................. 17
Race Part Solutions .......49,86
Callies Performance Prod..... 25
Racetronix ........................... 85
Calvert Racing Suspensions ... 32
Rage Wraps ......................... 71
Canton Racing Products ...... 26
RAM Clutches ...................... 45
Clearshot Customs............... 95 Competition Engineering .... 55
RCD ..................................... 77
Deez Performance ............... 38
RM Racing Lubricants .......... 35
Design Engineering ............. 58
Ross Racing Pistons ......... 7,87
ECAM .................................. 79
RPM Magazine .......22,24,68
Energy Suspension .............. 78 Erson Cams.......................... 33
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Granatelli Motorsports ........ 52
SM Racecars ......................102
GRP Connecting Rods .......... 56
Summit Racing
Harland Sharp ..................... 55 Hitman Hotrods................... 72 Hughes Performance.............. 7
Equip. ............... 36,104,109 Taylor Cable Products .......... 57
Ian Hill Racing ...............10,87
T & D Machine ..................... 68
Icon Forged Pistons ...........103
The Supercharger Store ....... 81
Induction Solutions ............. 37 Jesel .................................... 70 Joe Van O............................. 72
Thermo-Tec ......................... 16 Ti64 ..................................... 71
JW Racing Transmissions ........ 5
Tom’s Upholstery ................. 58
Kinsler Fuel Injection.....13,73
Total Seal Rings .................103
LenTech Automatics ......12,80 Liberty’s Gears..................... 80 Lokar Performance .............. 79
Trailer Alarms.com ............104 Trick Flow ...................15,103
Lutz Race Cars ..................... 16
Tuned By Shane T ................ 79
Magnaflow.......................... 95
Ultimate Headers ................ 25
MagnaFuel .......................... 16 Manton Pushrods ................ 57 Mark Williams ...................102
VFN Fiberglass Inc. .............. 18 Vortech ............................... 73
Maxima Racing Oils ................ 2
Weinle Motorsports ............ 38
Metal Products .................... 77
World Domination – RPM ... 23
Meziere Enterprises ............. 94
december 2021 | RPM Magazine
PBM Products...................... 78
Billet Specialties .................. 38
Burns Stainless .................... 18
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Neal Chance Converters....... 76
World Products.................... 59
ENFORCER-HALF
JW-PERFORMANCE
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December
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!
T-Minus This completely off-the-wall blown Hemi Daytona is waiting for liftoff! ........................................................
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LS Killer Twins ..................................................................................... 8 and 7-second time slips make this Coyote Mustang a whole lotta fun!
Big Truck, Big Block, Big Blower...... 46 This full size Chevy Pickup will put you on the trailer home! Page 92
Page 96
How To Assemble Holley LS and LT Clamshell Motor Mounts Page 100
Street Terror ............................................................... 28
With 2000 horsepower on tap, this boosted Camaro makes for one heck of a street car!
A look back at some of the cars we presented over the past year
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december 2021 | RPM Magazine
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The 5.0 Coyote platform Ford uses in its Mustang and F150 trucks has been out The for 5.0 tenCoyote yearsplatform now, Ford uses in its Mustang and spanning three F150 trucks has been out generations for ten years now,of spanning three generations of factory factory offerings. offerings.
When it comes to making power and going fast, many heavy hitters have evolved along with the Coyote, and guys like Anthony Ballard, the owner of Signature Speed, have even built a business around them. After his first car, a 1979 Indy Pace Car Mustang, and then a slew of various other Mustangs, Ballard originally bought this 2014 GT just to have some fun and, you know, install a few bolton parts to see what he could squeeze out of it. We all know how that goes, though, and he eventually kicked it up to a whole new level. Over the last
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Anthony Ballard’s 2014 GT Mustang started off as a cool street car to play with and bolt a few parts on to see what he could squeeze out of it. Now, with over 1,700 wheel horsepower, it is a 7-second LS Killer on the strip!
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This is it, and it’s not a Chevy motor stuck in a Mustang. The “heartbeat” of this Mustang pumps solid blue blood via a tricked out Ford Coyote motor with nearly invisible twin turbochargers. The initial underhood experience looks like a factory install, that is until you see the cool jewel-like Plazmaman intake and little nuances like the blow-off valve location.
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seven years the GT has been through many alterations. Starting with some giggle gas, Anthony would move on to a few different superchargers and then into a single turbo setup, and many of these combinations put Signature Speed on the map by setting a few records, but we’ll get to that later. It took 7 years for the build and interestingly, Anthony has never had the notion of going full race car, instead, “the Guillotine” as it is known, is a streetable car through and through,
still sporting the entire interior, radio, and almost all the components it came with from the factory. Of course, there were changes needed for safety along with certain mods that needed to be done to ensure the car is serviceable between rounds at the dragstrip, but for the most part, the car’s original body, interior and much of the chassis remain intact. Inside, the Mustang looks like it did when it came from the factory other than the fact that Anthony now sits in a racwww.rpmmag.com
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Ah ha, what’s this...?
Again, at first glance it looks factory, but on top of the trick tubular K member and additional suspension goodies, there seems to be two circular type objects mounted under the car…but how! Twin turbos are mounted low due to the efforts of Hot Rod Dynamics fitting a 2015 front undercarriage into the 2014 car.
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ing seat and the passenger seat got the axe in favor of a cooler for ice to help keep the intake air temperatures down. A Boost Leash controller and Ngauge pod are within arm’s reach, and he has the trans brake button mounted right on the steering wheel. A 10-point cage surrounds the interior to keep Ballard safe. The Coyote engine platform has turned out to be quite impressive, especially under pressure, forced pressure, if you know what we mean. There are many turbo Coyotes out there, both single and twin, that make serious power, however, the Guillotine’s snails mount under the car. Hot Rod Dynamics built the system tucked low using Precision Turbo 68/70s and coated it all in heat-absorbing material to reduce heat. This is a sizeable undertaking on an S197 chassis (2011-2014 models) as there’s sim-
TRICKFLOW
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ply not enough room to run lower-mounted turbos, however, on the 2015 and up S500 cars you can go low. So the guys at HRD worked their magic and converted the entire front suspension over to the newer design to free up space. “The Guillotine is the only S197 in the world with a setup like this,” Ballard explained. “Without that you can’t run the bottom mount turbos.” The motor isn’t your average Coyote, either. TKM Performance and RPG’s Coyote knowhow started the build process with a stock block, sleeved and machined to a 3.70 bore. A Winberg stroker crank swings Manley rods and the cubes now sit around 315ci. Due to their larger valve size
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and better flow dynamics, a pair of ported Ford Boss heads were chosen over the stock GT castings. COMP Stage 3 naturally aspirated cams replace the stockers. One benefit of the Coyote is the variable valve timing, but in higher horsepower builds the feature starts to hurt potential gains, so in the Guillotine’s case, the cams stay “locked out”. The twin turbochargers feed air into the 315ci through a Plazmaman intake manifold and a pair of Fore Innovations TI 285 pumps supply E-85 fuel through Injector Dynamics ID2600s fuel injectors. Although it makes any potential street cruising short and sweet, a trunk mounted 5-gallon fuel
december 2021 | RPM Magazine
cell is used to conserve weight. With the help of Lund Racing, through the factory PCM, Anthony’s GT makes a staggering 1700whp at 35psi on his dyno, which would have been a tick or two higher had it not spun the tires. The rest of the drivetrain is just as robust, starting with the transmission. Signature Speed got its name from many sources, but one
of them is their 6r80 transmission builds, so it’s only natural that Anthony runs the best of the best he can offer to his customers in the shop car. A custom spec converter from Circle D merges the two. Out back, the GT has the factory 8.8 but it is braced and running a Strange spool, 35 spline axles, c-clip eliminators, and 3.08 gear. BMR upper and lower control
It’s mostly factory inside the Mustang except for the 10-point cage, race seat, ice box and a few other incidentals.
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arms, anti-roll bar, and relocation brackets hold the axle in place. TBM Brakes finish off the beefed-up 8.8, providing excellent stopping power at over 180mph. As mentioned, the entire front suspension is from an S550 Mustang, so all the matching BMR goodies reside there, as well, from the
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K-member to arms. Viking shocks and BMR springs sit on all four corners. Externally, most of the car remains stock. The factory paint is one of my favorites, Deep Impact Blue. The Harwood 3-inch cowl hood and GT500 spoiler tie in with the car exceptionally well. Anthony’s wheel of choice
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The factory 8.8 rear diff has been given the “Strange treatment” via spool, 35 spline axles, c-clip eliminators and gears.
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flows evenly with the Mustang, too, going with Billet Specialties Comps on all four corners, running a 17-inch skinny in the front and a 15x10 in the rear, all wrapped in Mickey Thompson rubber. Some of Ballard’s fondest memories have been the records
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set in this car. First, he went 8.67 at 157mph, making it the TVS (Twin Vortices Series) supercharger record holder, then, when he moved into a 2.9 Whipple blower, he set a record with the 6r80 trans going 8.26 at 167. Once a single turbo kit combination was built, Antho-
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Anthony Ballard’s Twin Turbo 2014 Ford Mustang GT Body & Paint: Deep Impact Blue
Chassis & Suspension/Modifications: Full BMR along with Viking coilovers in the front and Viking shocks in the rear.
Engine: TKM/RPG built engine. Roughly 315 CI Coyote engine. Billet stroker crank, Manley rods and pistons, 3.70 bore, ported boss Mustang heads w/Ferrea valves. Stage 3 Comp cam NA cams (locked out), Plazamaman intake, stock throttle body.
Power Adder: Custom twin turbo, using Precision turbochargers.
Induction & Fuel Delivery: Fore Innovations triple TI Auto 285 pumps.
Electronics: Stock PCM
Rearend: Factory 8.8 that’s been braced and running a 3.08 rear gear with a Strange spool, 35 spline axles and C-clip eliminators.
Brakes: TBM
Tires & Wheels: Billet Specialties 17×4.5 front and 15×10 rears. 275/60/15 MT Pro radials.
Interior: Full interior, mostly stock with a race seat.
ET & MPH – Race only: 7.58 at 180mph quarter-mile.
Thanks To: John Lund/Lund Racing for the tuning, Kelly Aiken with BMR for suspension, Daniel Otway for 6r80 innovations, TKM Performance and RPG Race Engines for the engine.
Transmission: Factory 6r80 built by Signature Speed with a Circle D converter.
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Anthony Ballard (right) with his son Austin.
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Watch Anthony Ballard make a killer pass in this Coyote Powered Horse!
ny would hold a record with a 7.89 at 175mph quarter-mile hit. Now, with the custom low-mounted twins, he continues to hold the 6r80-equipped record, going 7.58 at 180! While Anthony has a few ponies in his stable; from a 540whp 1990 GT to a 1040whp 2018, and his newest addition a 950whp 2020 GT500, the Guillotine is by far his prized possession. Oh and by the way, LS guys beware – that 7.58 pass was on 27psi and the combination is good to make passes with 40psi...’nuff said! RPM
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M
uscle cars have been around for 60 years, and yet there are still a few “household name” models that continue to capture the attention of even the youngest enthusiasts. The first-generation Chevrolet Camaro has to be one of the most popular cars ever produced – the look, the feel, the power offerings – it seems the Camaro had, and still has, it all. Of course, as gearheads and horsepower junkies we like to make fast things, faster, and our 1st Gen Camaro projects have definitely evolved over the past 30 years. When nitrous became popular, it was a sure bet that at most any track or cruise
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night you could find a solid gathering of big inch, carbureted, nitrous huffing Camaros, but any other type of power adder combination was a rare find. While, with advancements in nitrous technology, these combos are still popular, the availability and streetability of boost has intrigued a younger generation.
Since Richard was a kid, he’s helped his dad mess around with cars and if he could tear it down, make it faster, and race it, he would. Disher wanted his 1968 Chevy Camaro SS to be streetable and capable of producing single-digit quarter-mile times (don’t we all Richard), and once he found the suitable car, set out to
...if he could tear it down, make it faster, and race it, he would...
If Richard Disher’s Camaro looks stock (ok, aside from the wheels, parachute and cowl hood), that’s exactly the way he planned it! Almost every panel on the car is OEM GM 1968 steel and it weighs 3,500lbs!
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SPLIT MONO LEAF
1966 Dodge Coronet 500 Owner: Jeff Olien Split Mono Leafsprings, CF Front Racing Shocks, CR Rear Shocks, CalTracs Photo by Rod Jeffers
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Aluminum Bushings Front
Taking it to the Limit
As much of the factory gear as possible has been retained inside the Camaro, too, including the factory rear seat, heater and even the wood steering wheel! An owner installed cage protects the driver and passengers, race seats were added along with a fire system and in-dash DVD stereo. A FuelTech digital dash replaces the stock gauges to provide more information than GM could have ever dreamed of back in 1968.
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Here is where any hint of factory ends, aside from the small block Chevy platform. That’s right, Disher chose to mash old school with new school in his 2000 horsepower turbocharged, fuel injected small block build. The Dart Iron Eagle block boasts JE pistons, a Bryant billet crankshaft, GRP rods and heads are Brodix CNC ported with Jesel shaft rockers.
build a universal combination to achieve those goals. The journey of his SS began with a simple shell; “In 2004 I bought the car as a primered shell with no doors or front end and no seats,” Disher explained. “... just a rusty looking pile of metal. I worked on it day and night for over 7 months to make it a halfway decent looking roller and to try to find an engine and transmission for it. I spent every spare dime I had on the car and every weekend I was off, I was working on it. It evolved from there, and is still evolving today.” Along with banging off serious ETs on the Strip, the primary goal was to cruise dependably on the street, and Disher surprisingly found that, thanks to modern technology, he could use an old school small block Chevy platform to make that happen. Engine builder Justin Hawes started with a machined Dart Iron Eagle block and filled it with a Bryant billet crank, GRP
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No fuel cell here, instead Disher uses the factory tank, after all, it is a street car. The rear suspension is still leaf sprung and boasts Calvert split springs and Caltrac bars along with an anti-roll bar and race shocks that suspend a Moser fabricated 9-inch housing filled with a Strange center section, 3.89 gears and Moser 40-spline axles.
rods, and JE pistons, giving the short block a final cubic inch of 406. Brodix CNC ported heads were equipped with Jesel rocker arms and Pac Racing springs, and intake manifold wise, Disher stayed away from the more exotic choices and went with a typical small block Chevy air-gap style intake with custom elbow, Wilson throttle body and custom piping. These days, the key to any excellent performing engine comes down to engine man36
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agement. A FuelTech FT600 and FT Spark provide all the tools needed to help in that department, and his tuners get the Camaro down the track and on the street, dependably. Another critical element in any high horsepower street-friendly car is the proper turbo. Jose Zayaz of Forced Inductions got Richard set up on a Gen 3 GTR. The hot and cold side piping systems are BTR Racing built and fit nicely inside the engine bay. A cable-driven Waterman pump
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provides fuel to large Billet Atomizer injectors., There’s no fuel cell here though; instead fuel comes from the factory tank. We’re talking a full weight street driven strip brawler here, so the parts from the engine back better be up to the task or there’ll be scattered everywhere! Richard built his Powerglide using some trade secrets and a 1.69 gearset; Dusty Bradford at PTC Convertors hand-built the torque convertor, and a Moser Fab 9 inch with Strange HD center section, 3.89 gears and Moser 40 spline axle shafts sit inside the housing, providing extreme strength for the job at hand. Surprisingly, nothing underneath got cut up, meaning the rear suspension is still leaf sprung. Calvert split leaves with Caltracs and a Racecraft anti-roll bar keeps the back end planted while TRZ front tubular a-arms replace stamped units, and Mencer Motorsports shocks reside on all four corners. Getting the more than 3,000lb classic stopped are four-piston Strange Engineering drag brakes. Richards’s next goal was to achieve a dependable street/strip car in a factory, all-steel, all-glass Camaro, with noth-
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The Camaro still has almost everything that it came with and I enjoy hearing people saying “thanks for not cutting up such a pretty car...” Richard Disher (left)
ing hacked up or stripped down. Looking at the straight body and beautiful Lemans Blue paint, it’s hard to tell it was once a rusty shell with no front end, but Richard went to great lengths to find original 1968 GM Camaro steel for the build. KJ Mattox did a fantastic job getting the panels prepared and laying down the factory color.
The Camaro rolls on Weld Racing 17 inch 2.0 Alumistars wrapped in Mickey Thompson rubber up front and the polished look flows to the rear, except this time on a set of bead-locked Champion Champ 5 15 inch wheels wrapped in class legal 275 Mickey Thompson rubber. On the inside, it’s a trip back to the late 60s, and
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Richard Disher’s Street/ Strip ‘68 Camaro SS, takin’ care of business!
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Richard Disher’s Street/Strip 1968 Chevrolet Camaro SS
Body & Paint:
1968 Lemans Metallic Blue paint done by KJ Mattox in Charleston SC. The car is still 3500lbs, all steel and glass, most of it still from 1968!
Chassis & Suspension/Modifications: I wanted to keep the car a real street car, so no cutting anywhere to make wheels or tires fit. Owner installed Chris Alstons 1968 Camaro cage kit. TRZ front control arms, Menscer shocks all the way around. Rear is Calvert split leaf springs and Caltracs. Innovative Racecraft anti-roll bar.
Engine: Dart Iron Eagle block 400+ci built by Justin Hawes in Appling, GA. Rotating Assembly is JE pistons, Bryant billet crankshaft, GRP rods.
Cylinder Heads: Brodix CNC ported with Jesel shaft rockers and PAC springs.
Induction & Fuel Delivery: EFI by Fueltech 600 and FT Spark. Cable drive Waterman fuel pump with Billet Atomizer injectors.
Power Adder: Forced induction Gen 3 GTR turbo by Jose Zayas. Hot and cold side by BTR Racing in Barnwell SC, Bradley Bonnette.
Transmission: Homebuilt Powerglide with 1.69 gearset, PTC converter from Dusty Bradford.
Rear: Moser Fab 9-inch, Strange HD center section, 3.89 gear, 40 spline Moser axles.
Brakes: Strange 4 piston brakes all the way around.
Tires & Wheels: Champion beadlocks on rear and 17 inch Weld 2.0 Alumastars on the front. 44
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Interior:
Factory 1968 steering wheel, 1968 rear seats and carpet, stock console hiding the air shifter. M&M 2 speed shifter, Kirkey front seats. Fireaide fire system in car and under hood. “Pioneer in dash dvd just in case I want to watch a movie while I ride around, and the factory heat still works.”
ET & MPH – Race only: …let’s just say it’s been deep in the 4-second zone at 3500lbs and I still drive it everywhere around town.
Thanks To: Justin Hawes for building me one hell of an engine to be able to take what I’ve done so far. Matt Ryan for all the chassis add-ons I’ve wanted to do. Dusty Bradford for the torque converter and Jose Zayas for this bad ass turbo. John Mellon at Menscer for the shocks and my dumb ideas with them. KJ Mattox for the paint and body to get this thing back pretty again. Michael Bunton and Luis De Leon for the Fueltech and all the help. Ziff Hudson, Jason Mote and Bryan “Lil Mo” Morris for all the tuning help and advice over the years. Mike Rockefeller for always being my right hand guy...no matter where I’ve gone racing you’ve always been there to help. Kevin Mullins for dyno time and advice. C&K Machine for sponsoring me this year. Last but not least, my parents for putting up with me always talking and having something to do with racing. And to all the ones that have ever told me I couldn’t do something with this car…well I’ve done that and more!
everything is there that should be, however, the factory dash didn’t make it; instead FuelTech’s FT600 digital display tells Richard far more about the car than Chevy could have dreamed of in 1968. Disher installed a cage from Chris Alston, a Fireaid suppression system is there for safety, and he sits in a race seat with harnesses. A Pioneer in-dash DVD player sits in front of the M&M 2-speed shifter for entertainment, because tunes are always good during an afternoon drive.
The factory heating unit also works; again, we are talking about a street car here. “The car still has almost everything that it came with and I enjoy people saying thanks for not cutting up such a pretty car,” Disher added. So how does it stack up? While Disher is hesitant to give out specifics, let’s just say it’s made over 2000whp and has been deep into the 4-second 8th-mile range at 3500lbs! I’ve personally seen his Camaro hurt some feelings, and Rich-
ard loves the fact that most everyone underestimates it. To this day, his fondest memory is giving his dad a ride in the completed Camaro, he explains; “Even though I’ve won a bunch of races in the past few years, the most memorable experience was taking my dad for a ride a few months after a heart surgery. The fastest thing he was ever in was a 1967 4-speed Camaro, and that was 30 years ago. On that pass we coasted to a 4.92!”
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S
and cars originally perked the go-fast junkie inside of Rieck, but that fizzled out when he started a family and his own business. Once established and feeling the need for speed once again, Michael picked up something a little outside the box, a trend that would obviously continue as his builds progressed. “I bought an Audi sedan, and turned it into a 700hp daily driver and did a little bit of racing with that car,” he said. During his adventures ...is how Michael Rieck describes with the Audi, some buddies invited him out to watch a street race, and his wild big block ProCharged that was all it took. “As soon as I saw this, I knew the 700hp car was 1971 Chevrolet C-10. not enough for me and that’s when
“It’s a 3400lb refrigerator that goes 4.46 at 165mph!” 48
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a friend mentioned seeing a truck for sale on craigslist, so I went and bought it and then starting building it into what it is today.” For 24,000 bucks the 1971 C10 was in Rieck’s driveway, and, while it was in overall good condition with a solid body (it was an Arizona truck), the chassis needed some love and the street LS3 motor and 4L80E transmission had to go. “The deconstruction of the truck started” added Rieck. “This is when the real financial investment in racing began. Every nut and bolt was changed. The truck was already setup for a big tire, but still, numerous chassis,
After purchasing the truck, although it was setup to run a big tire, Michael quickly realized that it needed some serious work in the chassis department in order to handle the level of power he planned for it. The slick blue with silver stripe paint work was completed by Raintree Automotive of Scottsdale AZ.
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The fabricated cage surrounds the driver with a funny car style halo and extends through the rear window into the bed area to ensure strength and rigidity. Inside is Spartan at best with a tin dash, carbon door panels and single MSD display along with a Precision shifter. suspension, brakes, electronics, engine and drivetrain modifications were necessary.” Rieck worked his way through the build, which didn’t go as expected, at least for the first year or so anyway, and he ended up building the engine twice. “I definitely got screwed over quite a few times until I met the right people,” he said. Once the build was full on and Michael had those people in his corner it was done within a few years, and has been an ongoing project ever since. Advanced Product Design (APD) has been one
of those “right people” on the build and Joey Hessling not only put Rieck on the right track, but built him a killer boosted big block that has proven to be near indestructible. 572 inches of BBC to be exact, that started life as a HIPped Brodix tall deck aluminum block with .400 raised 55mm cam tunnel and .937 lifter bores…APD was up to some pretty serious business! A Callies Magnum 4.500” crankshaft, spins MGP Rods pinned to Wiseco boost-friendly forged pistons with Total Seal rings. APD also took care of the CNC ported
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Richard Gaston (Left) with Michael Rieck. Richard is definitely the go-to-guy when it comes to the truck, maintenance and work on race day.
Brodix BB-3 Xtra heads and filled them with Manley titanium valves, PSI springs, and Victory1 retainers and locks, Manton steel rocker arms and Manton 1/2” pushrods. Atop the intake sits more of APD’s handiwork in the form of a 1300cfm Billet Enforcer blow-thru carb along with a Pro Series elbow. They were also responsible for the
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APD 15GPM belt driven fuel pump and matching boost referenced bypass regulator. Speaking of boost, a ProCharger F3-121 RaceDrive centrifugal supercharger is responsible for forcing the copious amounts of extra air into the mix. Backing the big bad big block is one of Carl Rossler’s tricked-out Turbo 400 3-speed automatics
with a Neal Chance billet bolt-together converter. As you’d expect, the military-grade build continues with a Fab 9 rearend stuffed with a Strange aluminum Ultra Case, 4.56 gears and 40 spline gun drilled axles suspended from a Chris Alston’s Chassisworks 4-link with double adjustable coilover shocks. Alston’s is also responsible for the chassis
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Big Inch Big Block Big Blower! APD built 572-inches of Brodix aluminum block-based Rat power and coupled it with a ProCharger F3-121 RaceDrive centrifugal supercharger.
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LESS WEIGHT = PERFORMANCE Bill Mitchell Products creates nothing but the best blocks from 357-T6 Aluminum as our standard.
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The C10’s wicked stance is thanks to the Chris Alston’s Chassisworks parts used throughout the build. A bulletproof Fab 9 rear housing holds a Strange Ultra center section, 4.56 gears and 40 spline gun drilled axles. As you can see in the race shots, those long wheelie bars are much needed!
...572 inches of killer boosted big block that has proven to be near indestructible. .. www.rpmmag.com
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Michael Reick’s Truck makes a KILLER Pass at Las Vegas Motor Speedway!!
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Michael Rieck’s ProCharged Big Block 1971 Chevrolet C-10 Body & Paint: Raintree Automotive-Scottsdale AZ, 1971 C-10 Chevy Pickup metallic blue with silver racing stripes.
Chassis Modifications: Chris Alston’s Chassisworks.
Suspension: Front is tubular A-Arms with Penske shocks and rear is a custom 4-Link with double adjustable Penske shocks.
Engine: APD 572 with a HIPped Brodix tall deck aluminum block with .400 raised 55mm cam tunnel and .937 lifter bores. Rotating Assembly: Callies Magnum 4.500” Crankshaft, MGP rods, Wiseco pistons, Total Seal rings.
Cylinder Heads: APD CNC ported Brodix 3Xtra heads filled with Manley titanium valves, PSI springs, and Victory1 retainers and locks, Manton steel rocker arms and Manton 1/2” pushrods.
Induction & Fuel Delivery: APD 1300cfm Billet Enforcer blow-thru carb along with an APD 15GPM belt driven fuel pump and matching boost referenced bypass regulator.
Power Adder: ProCharger F3-121 RaceDrive centrifugal supercharger.
Transmission: Rossler Turbo 400 3 speed, Neil Chance convertor, billet bolt-together.
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Rear: Fab 9 rear end, Strange aluminum Ultra Case assembly HD40 9 ½ spline 3rd member, 4.56 gear ratio, 40 spline gun drilled axles.
Brakes: Wilwood 4 piston.
Tires & Wheels: Tire- Hoosier. Wheel- Race Star Wheels.
Interior: MSD dash, Precision Air Shifter, Kirkey seats, Simpson safety equipment.
ET & MPH: 4.46 and 165mph in the 1/8th-mile.
Thanks To: APD –Advanced Product Design- Joey Hessling for motor/ carburetor, for all the daily phone calls and for building me a stellar workhorse killer combo. I definitely want to thank my Crew Chief Richard Gaston. He has been there for every oil change, maintenance, race, win/loss, etc, many many thanks to him.
parts (front and rear) used in the build and the main reason the truck is slammed to the weeds. Since the C10 sees track duty only, the interior is race only. A cage surrounds Rieck, while a single MSD digital display relays info and a Precision shifter actuates gear changes. An aluminum dash and carbon door panels are used to try and shave some weight off the already heavyweight hay hauler. We’ve already mentioned that the Chevy can bust out mid 4’s in the 1/8th at over 160mph, but it also can handle the long haul with 6.98 quarter-mile hits at near 200mph. The highlight of Michael’s 3-year drag race career so far, though, was
last November when he set the track record at Irwindale Speedway with a 4.46 at 165mph. So, while this big Chevy pickup may be intimidating
in size alone, make no mistake, it has everything it needs under the hood and behind the wheel to get the job done.
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I
f Wally Elder was striving for perfection in his recently completed Daytona Pro Street build, we’d say he nailed it!
“I’ve been interested in cars since I got my first Hot Wheel,” tells Elder. “And from there, my dad played a major role because he was so into cars. He even had a ’36 Ford that was featured in Hot Rod Magazine in 1958.” The apple obviously didn’t fall far from the tree and soon Wally found himself immersed in car culture and wrenching on his own stuff. By the 66
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early 1990s Elder wanted to put his name to something special, and at the same time the massive Pro Street movement was in full swing, so what better style to build. Being modeled after Pro Stock and Pro Mod drag cars, Elder decided to try his hand at a serious Pro Street project that would pay tribute to its racing roots, but not just any car would do. Wally’s search netted a 1969 Dodge Charger which he built into a world class car, complete with a blown alcohol injected 392ci Hemi. “That first Daytona was featured in a bunch of magazines back in the day. Unfortunately, I sold it a few years later and lost track of it for many years.” As most of us know, there’s always that time when you say to yourself, ‘Man, I wish I had that car back’, which is exactly the way Wally felt about the Daytona. “I always regretted selling that car,” he said.
The original Dodge Daytona was kicked out of NASCAR for being too good at racing! The nose and wing were said to give it an unfair advantage and after Buddy Baker broke 200mph with it, and then the car won 6 more races, well, maybe they had a point! Wally Elder’s amazing Pro Street version was built for a different kind of fun; street driving and drag racing…and looks fast even standing still.
1970 article from the NASCAR Newsletter
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If you ever get a chance to see this car one on one, do it...! Almost twenty years later, Elder decided he wanted to try and locate the Daytona. First, a friend of his placed several ads on Craigslist in the area where he sold the car, and about a year later someone contacted him, pretty sure that a friend theirs had the car. “I contacted the
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owner but couldn’t get him to sell it back to me, so I decided to build a new car similar to that one only make it better... and here we are!” Elder added. While we have not seen the original Daytona, we’ll take Wally’s word for it on the “better” part of the equa-
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tion. Photos will often make a car look better than in person, but do yourself a favor and if you ever have the opportunity to see this car one on one, do it! Wally’s Daytona 2.0 has to be one of the most complete, high caliber creations we’ve seen in a while. And best of all (in our books
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AFFORDABLE. REPLACEMENT. STEEL. Jesel Engineers have combined all of the features of our Pro Aluminum Rockers with the durability of our Pro Steel Rockers. Jesel Sportsman Steel Rockers provide engine builders with the option of high strength steel rockers at an extremely affordable price and can be ordered separately or as an upgrade to certain Pro Aluminum rocker systems.
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anyway), it’s a legit street car, and yes it’s built to race, too! When Elder says “better” he means better everything, and this time ’round the Daytona would be equipped with a state of the art chassis, bigger, badder engine, and of course, as many modern updates as possible. And after 6 long years, the car debuted in 2020. The skeleton of the project is an SFI certified 4130 Chromoly double frame-rail chassis and cage. A custom 4-link
rear suspension with Strange Engineering coilovers hangs a Dana 60 housing with LPW Ultimate cover, Strange 40-spline axles and spool and 4.10 gears. Of course, what would any Pro Mod-level Pro Street build be without a solid set of functional wheelie bars. Up front, the fabricated Chromoly chassis work is complimented by rack and pinion steering, tubular control arms and Strange struts. Strange disc brakes were used on all four corners.
The front nose and rear wing are from Janak Reproductions. Body and Paint was done by Custom Auto Works (owner Wally Elder) in GM code 81 Bright Red and the rear white stripe is painted on to factory spec.
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Because the Daytona is fit for both street and strip use, there are essentials for each built into the design. Fire suppression to protect the investment, functioning lights (the headlights being CO2 activated), exhaust dumps, battery charging ports and much more.
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Wally Elder with his “T-Minus” Daytona 2.0 creation. He built one in the ’90s and tried to buy it back, and when he couldn’t he built another one better, stronger, faster!
A Walkaround of Wally Elder’s Blown HEMI Pro Street ‘69 Dodge Daytona
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We could go on for pages about the interior of the Daytona, but the pictures will tell a more complete story. Wally designed it after a 1970 Charger interior and the dash and door panels are hand-crafted. Even the gauge layout is a tribute to the original car. From the chromoly cage work to the custom door panels (with original Charger emblems) and custom pistol grip shifters and “blower pulley” cup holders, this completely original creation manages to mix hardcore race with street, yet still give off a cool original Daytona vibe.
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We could write an entire essay on the Daytona body and interior, let alone the engine – there are just so many nuances to this car that every time we moved to a different area of it, the wow factor continued. The Daytona body began life as an OEM Dodge steel roof to which AMD (American Metal Direct) steel quarter panels, rockers and cowl were affixed . From there, Wally added Glasstek fiberglass fenders, doors, hood and trunk lid and had Janak Reproductions supply the nose cone and rear wing. The meticulous panel fitment, alignment, bodywork finishing and paint were completed by none other than Custom Auto Works’ Wally Elder. Yes, that same Wally Elder! Wally sprayed the GM code 81 Bright Red using PPG Refinishes basecoat/clearcoat product and also painted on (no decal here) the white rear stripe to factory specifications. At first glance most would say the body is one of those cookie cutter aero-styles used in Pro Mods these days, but that would be incorrect. In fact, the fenders have been pie cut and sectioned to drop the front
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Check out the Lenco 3-speed with Bruno drive, Racewire Solutions box and carbon tubs out back, nothing to hide here. To the lower left of Wally are two handles labeled “E-85” and “Methanol” that switch fuel supply between two locations in the car, depending on whether he’s cruising the downtown strip, or the dragstrip!
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• Made from Hyper-Flex™ performance polyurethane. • For cars, trucks, hot rods, and competition vehicles. • Patented safety interlock design is safer and more durable than O.E.M. mounts. • Resistant to oils, coolants, and road contaminants. • Elastic enough to absorb vibrations for street yet strong enough to handle extreme racing conditions.
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Bullet Racing Engines in Missouri built the 526 cubic inch Hemi starting with an Indy Maxx aluminum raised cam water block. The mill is packed with top fuel-quality parts and topped with Stage V heads and intake. end for both aerodynamics and stance and the length of the car has not been altered. Elder has definitely created a slick, old school yet modern one-off look. More “Easter eggs” on the Daytona include things like factory safety glass along with wipers, signals, mufflers and all other equipment needed to pass the
DOT inspection for street driving. The parking lights are original Daytona pieces and headlight doors are C02 fired! It’s no wonder that during our interview Elder often repeated the words “street car”. Inside the Daytona it’s like the Dodge interior of 1969 time travelled to 2020 – it’s that cool, but still a tribute
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The Stage V intake manifold is topped by a 30% overdriven Littlefield 14-71 High Helix Roots style Supercharger and JBR carbon fiber Funny Car injector hat.
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A custom 4-link/coilover setup hangs a heavily fortified Dana 60 out back and a custom front suspension with Strange struts and rack and pinion steering is used up front.
to the original design. The door panels and dash layout are designed after a 1970 Charger and the dash is hand-fabricated sheet metal with aluminum and carbon trim and is filled with silver-faced gauges and custom controls, including the fuel swap handles which change the fuel supply (via a Kinsler Jet Selector) from the street E-85 to a more tasty methanol flavor. The Lenco 3-speed is in full view to all who enter, while twin Racetech seats with harnesses welcome occupants (passengers are always welcome). Carbon rear wheel tubs were used and twin 214mm blower pulley cup holders were fabricated to make sure street activities are more enjoyable. A meticulous array of switches, controls and warning lights are placed within reach, just above the rear view mirror. There’s more worthy of mention www.rpmmag.com
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Wally Elder’s Blown HEMI Pro Street 1969 Dodge Daytona Chassis Type & Mods: 4130 Chromoly double frame rail chassis with cage.
Suspension: Front is custom with tubular control arms, Strange Engineering struts and rack and pinion steering. Rear is custom 4-Link with Strange coilovers. Strange disc brakes all around.
Body & Paint: Original Mopar steel roof. AMD steel quarter panels, rocker panels and cowl, Glasstek fiberglass fenders, doors, hood and trunk lid, Janak Reproductions nose cone and rear wing. The fenders have been pie cut and sectioned to drop the front end for both aerodynamics and stance. The length has not been altered. CO2 fired headlight doors, original Daytona parking lights, stock safety glass windshield, wipers, headlights, taillights, turn signals, mufflers, DOT tires and everything needed to pass inspection for street driving. Body and Paint performed by Custom Auto Works (Wally Elder) in GM code 81 Bright Red using PPG Refinishes basecoat/clearcoat. Rear white stripe is painted on to factory spec.
Engine: Engine assembled by Bullet Racing Engines in House Springs Missouri. 526 cubic inch Indy Maxx aluminum water block, raised cam. Bryant Top Fuel crankshaft, Brooks Top Fuel rods, JE pistons, 54mm Comp Cams roller camshaft, Keith Black gear drive. Moroso dry sump pan, System 1 oil filtration, P&P dry sump oil pump. Stage V Raised Port cylinder heads with Victory 2.400 intake valves, Manley 1.900 exhaust valves, Comp Cams valve springs and Ray Barton T&D rockers. Clark custom copper head gaskets.
Power Adder, Induction & Fuel Delivery: Stage V intake manifold, Littlefield 14-71 High Helix Roots style Supercharger, JBR carbon fiber Funny Car injector hat, 4” wide Gates Polychain 14mm belt. 30% overdriven. Waterman Lil Bertha mechanical fuel pump. There can be up to 42 gallons of fuel on board (2@ 16 gallon cells in rear and 1@ 10 gallon cell in front). Fuel type supply can be switched from Methanol to E85 via two dash mounted shutoff valves and a Kinsler Jet Selector.
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Miscellaneous: Meziere remote water pump, Griffin radiator, Spal engine cooling fans, Derale transmission coolers, East Coast Electric 16 volt alternator, MSD Mag44 Magneto, custom ceramic headers, custom Spintech mufflers, QTP electric exhaust cutouts, Spal exhaust cooling fans.
Electronics: MSD Grid, MSD Mag44 magneto and crank trigger, MSD plug wires, Racewire Solutions wiring harness, Autometer gauges.
Transmission & Converter: Lenco 3 speed, Bruno converter drive, Bruno trans brake, custom made pistol grip air shifters.
Rear Differential: Dana 60 housing with Strange Engineering 40 spline axles and spool and US Gear ring & pinion (4.10 ratio). Interior: The custom interior is designed after a 1970 charger (door panels and dash layout).The dash is hand fabricated sheet metal with aluminum and carbon fiber trim. Racetech seats, 2 14mm blower pulley cup holders (gotta have cool beverages while cruising) and carbon fiber wheel tubs.
Wheels & Tires: 15x14” ET MAGS rear wheels with 33x22.5-15 Hoosier Quick Time Pro tires. 15x4” ET MAGS front wheels with 25x4-15 Hoosier Quick Time Pro front tires.
Best ET & MPH: To be determined
Thanks to: Brian Raymond (helped with chassis design and welding) Tony Flores (machining and parts building) Bill Richie (some assembly and an extra hand when needed) And of course, my wife (she was there for moral support and put up with me)
The two trunk mounted E85 tanks and the front mounted methanol tank (meant for track hits) can hold up to 45 gallons fuel in total.
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inside the car, but we only have so much space. Now onto the real fun! For power, Wally upped the ante this time and went with a 526 Hemi, but not just any 526 Hemi! Bullet Racing Engines of House Springs Missouri created the mill starting with an IndyMaxx aluminum raised cam water block, because you know, as Wally says, “it’s a street car”! A Bryant Top Fuel crank86
shaft spins Brooks Top Fuel rods pinned to JE pistons. A COMP roller bumpstick actuates the valvetrain and Stage V Raised Port heads are filled with Victory 2.400 intake valves and Manley 1.900 exhaust valves along with COMP valve springs and Ray Barton T&D rocker assembles. A Stage V intake manifold is topped with a Littlefield 14-71 High Helix Roots
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Wally Elder’s 1969 Dodge Daytona Burnout Video
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Just as the sun goes down, the Daytona sits awaiting it’s drive home. Probably not a good idea to rumble in too late Wally, as you would surely wake the neighbors…within about a 5 mile radius! After working some bugs out on the street this year, plans are to work on a few areas over the winter and be ready to hit the track in spring.
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style Supercharger and JBR carbon fiber Funny Car Injector hat. And by the way ladies and gentleman, this wild animal is 30% overdriven! MSD handles most of the electronics along with gear from Racewire Solutions, and oh yeah, because it’s a street car, the custom ceramic coated headers run into custom Spintech mufflers and a pair of trick QTP electric exhaust cutouts. Once again, there’s much more we could mention, so be sure to check out the RPM Tech Brief on page 84 for the complete lowdown. Only recently completed, and being from Missouri, Wally had just enough time to work some bugs out of the car through street driving and stabbing the throttle whenever possible before the weather turned. Plans are to make a few tweaks and changes over the winter and hopefully do some dyno tuning then run the car at the track this coming spring. So if you happen to hear the words “T-Minus” over the thundering sound of open exhaust and blower whine in 2022, be sure to plug your ears and enjoy the ride, because it’s probably Wally Elder putting some passes on his wild blown Hemi Daytona! RPM
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Clearing the air I t’s been a few months and progress has been slow on the Red Bull rebuild, but we’re back on it. We installed the rear wheel tubs and also fit the front lower air damn/chin spoiler and been working on other ways to control air flow during a run.
I talked a bit about this in one of my first few articles, but it is something that seems to keep coming up and has led to paying attention to specific details during the rebuild. After a wreck, you go back and forth in your mind to try and figure out why it happened. You’ve had hundreds of runs in the same car and think you have experienced almost everything it can throw at you in the way of surprises, and then the next pass something new rears its ugly head, and in my case, it caused catastrophic damage. One day I will be thinking it is one particular thing that caused it, and other days it’s a combination of things. This particular incident occurred on a day with a medium head wind and the car just had some sus-
Wheel tubs installed. Usually the wheel tubs are the first piece of interior sheet metal that gets installed and the rest of the interior fabrication is built around them.
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Red Bull Restoration
The front air dam is fitted and installed. This dam should help detour high speed air from entering the underside of the car. High speed air can cause instability in the car’s handling and be harmful to your health!
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I will need to add some fiberglass in various areas to completely seal the front air dam/chin spoiler. All of the sharp open spots have to fit tight to the body to prevent leaks.
The spoiler is fastened with a few Dzus fasteners on each side and two underneath.
pension modification to prevent the anti-roll bar arm from touching the four link bracket on top of the rearend. The car was tuned to go faster than it had ever been. It took off at 3/4 track and landed nose down pretty hard. Now, as I slowly put the pieces back together, there is a lot of thought that goes into each piece, with a strong emphasis on aerodynamics. I am, by no means an aerodynamic expert, or any expert for that matter, so all I can really do is research the subject and run with whatever conclusion I come to. I have made the decision that wheelie bars wouldn’t have saved the car from doing what it did, so that’s out. I also truly believe the whole problem was in the back end and the suspension was allowed to travel downward as much as it wanted to and cut off the escape path for air trapped under the car, therefore, a chin spoiler wouldn’t have saved the car, but hey, what can it hurt, right? The main goal this time around isn’t about how fast I can go, but rather how I can race the car and be safe. I guess that the older you get in life, the more concerned you become about death. I’ve always wanted to go as fast as my resources and abilities would allow, but now that I have looked
at death in the eye, my priorities have drastically changed. I am definitely taking extra steps to make this car as safe as possible. One example is that I have chosen to go with two parachutes that will be activated on a timer. When I release that transbrake button, the timer will begin to count. When the preset time is up, the chutes will deploy. The idea is to have the chutes out and pulling air very close to/at the finish line, making sure not to hurt elapsed time. I firmly believe that if I would have had the chutes out the day of the wreck, I wouldn’t be in this predicament. Another safety feature that I feel will be necessary is a simple air vent cut in the rear valence that will offer a path of escape for trapped air that does find its way under the car. As you read this I’ll be putting the motor back together and rebuilding the transmission and the car will be sent out for the sheet metal work very soon, as well. The motor is an all-aluminum conventional headed 632. I’m not sure what was damaged in the wreck so I’m going to pull everything apart for a thorough inspection and even if everything checks out I will at least change the rods.
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techextra
How To Assemble Holley LS and LT Clamshell Motor Mounts By Jefferson Bryant Swapping an LS or Gen V LT engine into your vehicle of choice used to take months, now it can be done in a weekend. One of the trickiest components to any engine swap are the engine mounts themselves. This is the starting point for every other component that you will use, and if the engine is set too far forward or too far back, you will find interference issues that you never even knew were possible. I once swapped an engine, built a turbo system, transmission mount, the works, only to find out at the last minute that the engine was set too far forward and no sway bar on the planet would clear the oil pan. Oops. Getting the mounts right is critical, and these days you have a lot of options. Most engine mount kits use basic adapter plates to shift the engine forward or rearward X inches, so you either have to already know where your engine needs to go or you have to guess and take a risk that you will have to buy other parts to get it right. Selecting a swap system, such as the Hooker Blackheart LS/LT swap kits, is much simpler. Hooker has already done the math and the fabrication to ensure that when used with their other swap components, your engine will sit exactly where it needs to. We recently swapped a 2001 LM7 5.3-Liter LS-series engine into a 1966 GMC Suburban using a complete Holley/Hooker Blackheart swap system, and as advertised, it dropped right in. One of the key differences with the Hooker system are the motor mounts themselves. Unlike other adapters, the Hooker Blackheart mounts use GM 4th-gen F-body LS 96
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1
The Hooker Blackheart swap kit comes with these mounts, which are based on the GM 4th-gen F-body clamshell design. We used the complete kit, which comes with polyurethane isolators, but you can use any rubber or poly isolator if you choose to do so.
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For our 1966 Suburban, we selected the Hooker Blackheart frame stands, which simply replace the factory frame stands. Which is a good thing, as our GMC Burb came with the rare 305 cubic inch V6, and we would have had to source frame stands otherwise.
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The inner side of the isolators have 4 ribs like a chocolate bar. These fit into the indentations on the inner engine block half of the clamshell.
4 On the outer half, there are two large blocks that seat into the outer clamshell. You can’t really put this together backwards, but you can install the isolator upside down, so pay attention.
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techextra
5 There is a top and bottom to the clamshell. The 6 The top is critical because the isolators have tabs on raised center section is the top as shown here. We marked the table to that we wouldn’t get them upside down during the assembly.
the sides that locate the engine to the frame stand, these tabs must be at the top of the clamshell.
8 Then we used a 13mm wrench and 13mm sock-
et to secure the outer plate to the lower. We used an adjustable impact gun set to stun (wrench tight, which is 24 ft lbs on our tool).
7 We pre-installed the supplied bolts into the inner plate,
and dropped the isolator onto the plate, being careful to locate the tabs correctly.
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9 Here you can see the correct orientation of the tabs to the frame stands. This tab is really handy for aligning the engine into the chassis.
10 Next, we bolted the assembled clamshells to the engine block. This re-
quires the original bolts, so if you don’t have the originals, you will need to source them, these bolts are M10x1.5x20mm, you need 8. These bolts have a 15mm socket head, and were torqued to 37 ft lbs on the iron block, 25 ft lbs for aluminum blocks.
11 Once the engine was dropped into the chassis, you can see how the tabs help as a guide to adjust the engine. A little gentle prying with a long crow bar helped align the bolts.
12 We opted to slide the supplied bolts back to front so the nut would be more easily accessible. The through bolt gets torqued to 70 ft lbs.
engine mounts instead of relying on the older Gen 1 SBC mounts. This means that your motor mounts bolt right onto the block as they were originally intended. You are not bolting on an adapter plate, which often do not fit correctly and tend to cause issues with clearance because there are different SBC mounts that may or may not fit the adapter itself. Using the clamshell mount also greatly simplifies the bolt-in process. The factory rubber isolator block has locator tabs that sit down onto the frame stands, making the tedious task of adjusting the angle of the engine much easier with a visible guide and it helps keep you from moving too far. Engine swaps rarely just drop in, but with these mounts, it took us about 10 minutes to get the engine bolted in once it was set on the stands. There are a couple of key points you need to know when assembling the clamshell mounts. Those metal tabs must be toward the top of the block. If you flip them upside down, the engine will not sit into the frame stands. The isolator also has raised blocks on the front and back that lock the isolator into the clamshell, you need to make sure these are oriented correctly. We preassembled our engine mounts before doing anything else to our LS engine. The simplicity of these mounts really makes the process of bolting an LS or LT into your vehicle a couple hour job. When you use these mounts, all of the Holley and Hooker LS/LT swap components become bolt-ons, including transmission mounts, headers, exhaust, oil pan (required with these mounts), and even the accessory drive. It just doesn’t get much easier. RPM
SOURCES
Holley 866-464-6553
Red Dirt Rodz 405-880-5343
www.RedDirtRodz.com
www.holley.com www.rpmmag.com
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2021THE YEAR IN REVIEW A s we turn the last few pages of 2021, we thought we would take a look back at some of the cars that gave our readers something positive to look forward to each month of a very challenging year. The coming months will hopefully see things continue to return to some level of normalcy, but in the meantime, you know you can count on RPM Magazine for the world class automotive journalism and photography you’ve come to expect for 22 years from the leader in extreme horsepower.
January 2021 Photos: Wes Taylor
Wesley Evan’s 1993 Ford Mustang Cobra
February 2021 Photos: David Gates
John Reed’s Ultra Street Supercharged Hemi 2009 Dodge Challenger 100
december 2021 | RPM Magazine
March 2021 Photos: Matt Trombley
“Wild” Bill Devine’s 2001 Twin Turbo Ford Mustang Cobra
April 2021 Photos: Wes Taylor
Scott Cheek’s 1968 Dodge Dart GTS Street/Strip
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Special Tribute: April 2021 Joe and Blake Copson’s 2017 C7 Z06 Drag Radial Corvette In April, we paid tribute to Blake Copson, a young man who left us much too soon. Photos: David Gates
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Left to right: Joel Hull, Blake Copson, Joe Copson, and Josh Ledford.
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May 2021 Photos: Wes Taylor
Tyler Piercey’s 2006 Turbo LSX Chevrolet Silverado
June 2021 Photos: Wes Taylor
Ryan McCain’s 1971 Datsun B110 1200 Sunny X275 Drag Car
WATCH IT RUN...CLICK HERE
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december 2021 | RPM Magazine
June 2021 Photos: Wes Taylor
Josh Cook’s Blown 2016 Mustang GT Street/Strip Car
July 2021 Photos: David Gates
The Thomas Family Outlaw 10.5 1967 Nova SS
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August 2021 Photos: Richard Novak
Greg Friedrich’s 1960 Plymouth Fury Wagon Street/Land Speed Race Car
August 2021 Photos: Blake Farnan
Jeff Gabel’s 1971 Top Sportsman Plymouth Duster 106
december 2021 | RPM Magazine
September 2021 Photos: Wes Taylor
Forrest and Krystal Kennedy’s 1971 RS/Z28 Camaro Small Tire Drag Car
September 2021 Photos: Randy Pugh
Chad Mullins’ 1969 Olds 4-4-2 Street/Strip Car
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October 2021 Photos: Wes Taylor
Ned Dunphy’s Street/Race 2014 SRT Viper TA
November 2021 Photos: Blake Farnan
Chris Corrado’s Nitrous Small Block 1994 Chevrolet S10
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