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February2025
e go through life meeting a variety of people, and time, especially as we age, seems to fly by. As one of the creators and Editor In Chief of RPM Mag, I have had the pleasure and honor of meeting people in the industry from all over the world, and Kelly and Sue Cooper and their family hold a very special place in our hearts here at RPM. So when the time came to write this story, there was no way I was giving “the pen” to someone else. As you might guess, this story is about far more than just one car.
Let’s go way back to over RPM was just a glimmer in the eyes of a few hardcore horsepower addicts (and some business - smart people too) to create a car mag for the hardworking folks who make up this industry. A magazine distributed worldwide that any one of them could actually be featured in. No “old boys” clubs, no preferred treatment and no politics, just horsepower! And a year or two after that is when we met Kelly and Sue Cooper. Now, we could go on forever about how we met, but this is about them, not us. This story is about two folks who live, eat and breathe cars and horsepower and have gone above and beyond to participate and help others be part of drag racing.
Story: Chris Biro
Photos: Blake Farnan
Kelly was born into a family of car enthusiasts.
”It was somewhat inevitable that I would get the disease for which there is no cure,” he explained. “I have a memory of being propped up with pillows in the passenger seat of a ’67 Chevelle as we went out cruising and definitely did some pulls on the street.”
As he grew, so did his love of cars and building stuff and he took a serious interest in the hot Pro Street genre of the time. He would build custom Pro Street models by buying three model kits to build one. Before long, he was working on the real thing and built a small block S10 in a buddy’s garage and continued wrenching on everything that he could.
Kelly bought Sue a Test-And-Tune Tech Card for the Firebird to cure her boredom while he raced. She went out and ran passes all day with a best of 20.56 @ 68mph with the V6 and a plugged catalytic converter, but she was hooked for life! Now you will find her wheeling the ’Bird in Street275 running 5.50s in the 1/8!
The one-off carbon hood was made by Kelly from Joe VanOverbeek’s 4th Gen scoop. It’s a bolt-on hood that weighs just 17 pounds!
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R-Series Carb-Style EFI Intake Manifold for GM LS3
The R-Series carb-style EFI single plane intake manifold brings the simplicity of carbureted-style aspiration to the GM LS3. Capable of supreme power over a 3,500–7,500-plus RPM powerband, the manifold has custom-machined fuel injection ports that accept Bosch and Siemens-type fuel injectors. Other features include aluminum construction, high-flow runners, and extra material for custom porting.
The stock suspension is Kelly’s/Fat Dog’s work and includes a custom torque arm and lower control arms, and a mini tub to fit 28”x10.5” tires. Stock-mount double adjustable shocks and stock V6 rear springs suspend Kelly’s custom 9-inch rear diff and a Mark Williams anti-roll bar setup was installed. Up front, Kelly fabricated a chromoly K-member and installed Lakewood struts with coilover conversions and a Flaming River rack.
At some point Kelly decided he wanted to build race cars and moved 2,200 miles away, to British Columbia, Canada, to do it. Not having any actual job experience in the industry, he opened up the phone book and started cold calling, and actually landed a position at Southwest Automotive Specialities, where he spent the next two years.
A return to Ontario allowed Kelly to start doing his own thing. “Like most fabricators I spent all my free time building headers and small projects,” he told us. “Then, my friend Owen Anthony wanted to build a Pro Street VW Bug and bought me a tube bender and bead roller so I could build it for him.”
The Cooper family Firebird, that now pushes a tick under 1,500 horsepower, was purchased by Kelly from his brother Dave for $2,000. He needed a set of wheels when he returned from the west coast and would eventually pass it onto his wife Sue.
This was just the break Kelly needed. From there, his Dad and brother Dave cosigned for him to buy his first TIG welder and in 2008, when he was laid off from his job, he decided to start his own business, Fat Dog Fabrication. “Fat Dog enabled me to expand my abilities and to work with some great customers.”
Needing some wheels when he got home from out west, Kelly bought a 1986 Pontiac Firebird off his brother Dave for $2,000. The V6 powered Pontiac was purchased new by his aunt and Kelly would eventually give it to Sue as a daily driver, never imagining that it would morph into what it is now.
Kelly and Sue would often hit the drag strip to race or test Kelly’s
drag car, and one day he saw that she was bored and bought her a tech card. “She made passes all day and had a great time. Her best pass was a 20.56 @ 68mph with the V6 and a plugged catalytic converter, but she was hooked!” And when the V6 failed, Kelly upped the ’Bird’s power to a TPI 350 he stole out of his truck, and when it failed, he installed a small block with 53mm turbo.
Kelly's quickest 1/4 to date: 8.50 @163!
Fellow racer and friend
family
Dan Marvin (left) celebrates with Kelly, Sue, son Nate and
best friend Skrilla when Nate took the 6.50 Class Championship in 2023.
It was 2003 and Kelly and Sue were having a blast with the Firebird, not to mention learning about turbocharging. They enjoyed the Firebird so much that Kelly sold his race car to focus on it. With everything still stock on the car, except the turbo and a few parts to make it work, he dialled the car to run 12.80 in the quarter with 7 pounds of boost and they attended their first event,
the RPM CFSC Shootout at Grand Bend Motorplex. They ran in the 13.00 Index class and the following season they joined the OSCA. Over time, Kelly completely redid the Firebird and before long Sue was running the 9.90 Index class and raced with the OSCA until it ended. “Every year my male ego would get in the way and step the Firebird up a class.
In 2010 Sue won the 9.90 OSCA Championship and the Canadian Streetcar Nationals 9.90 class.”
Kelly immersed himself even further into the sport and teamed up with one of his customers, Tom Craig. The pair took Tom’s 3rd Gen Camaro to race Pro Stock with the OSCA and other all motor classes. Kelly took on the
fabrication and driving duties and his first pass was a wheel standing 9.12. “What a rush,” he said of the experience. And with some updates the pair set a goal to beat Butch Kemp’s 8.11 record at Milan, which they did when they clocked an 8.01 @ 171 mph with the N/A SBC. “Looking back, I should have set a goal to win a race,” he added with a smile.
John Ventresca at Protech Racing built a Dart
small block Chevy 355-inch mill, and here’s the fun part, the engine made 627hp naturally aspirated and a whopping 1439hp at 26
When the OG V6 kicked the bucket, Kelly stole a TPI 350 out of his truck for the Firebird and from there a small block turbo was installed along with a number of upgrades over the years. In 2018, the car was retired for 3 years while Kelly and Sue started and built up Joe VanO and during that time Kelly decided to get quite a bit more serious about power.
A Scat crank, K-1 rods and Diamond pistons rotate inside the small block and Flotek heads with Titanium intake valves, Inconel exhaust valves, Pac springs, Titanium retainers and Jesel shaft rockers were studded in place.
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• 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
Moran 250cc injectors are fed by dual Weldon fuel pumps and a True North 85mm turbo adds the extra punch and more than doubles the naturally aspirated horsepower of the mighty Mouse motor.
Kelly/Sue Cooper's 1986 Pontiac Firebird
■ Body & Paint:
Flat black Armour Coat paint from 2009, owner-applied. “Sue, with the help of my old boss Doug Coffey laid out the flamed pinstripes and Sue painted them. Body wise, everything on the car is stock except for the hood which is the only one in the world. I made the plug from Joe VanOverbeek’s 4th gen scoop. This bolt-on hood weighs just 17 pounds.”
■ Chassis Modifications:
8-point Chromoly cage by Fat Dog Fabrication.
■ Suspension:
Front Suspension: Lakewood struts with coilover conversion. Owner-fabricated chromoly K-member and Flaming River rack.
Rear Suspension: Stock suspension. Owner-fabricated torque arm and lower control arms, very mini mini tub to fit 28”x10.5” tires. Stock mount double adjustable shocks and stock V6 rear springs. Owner-installed Mark Williams anti-roll bar.
■ Engine:
SBC Dart little M, 355-inch. The engine was built by John Ventresca @ Protech Racing. It made 627hp N/A and 1439hp on Protech’s hub dyno at 26 pounds of boost.
■ Rotating Assembly:
Scat crank, K-1 rods and Diamond pistons.
■ Cylinder Heads:
Flotek heads with Titanium intake valves, Inconel exhaust valves, Pac springs, Titanium retainer. Jesel shaft rockers.
■ Induction & Fuel Delivery:
Holley HP with Moran 250cc injectors. Dual Weldon fuel pumps.
■ Power Adder:
True North 85mm turbo, with dual 38mm Tial wastegates.
■ Transmission:
ProTorque aluminum bolt-together torque converter. Hutch-built glide with 1.80 1st gear, that is maintained by Dave Cooper.
■ Rear:
9” Ford with Mark Williams axles and center section. 3.55 gear.
■ Tires & Wheels:
Weld 2.0 15x10 rears with 275/60/15 Mickey Thompson Pro Bracket Radials, 15x3.5” Mickey Thompson front rims with 15x26 Mickey front runners.
■ Interior:
Holley 6.86 dash, Grant steering wheel with a Mark Williams quick disconnect. B&M shifter, race seats with Leaf seat belts. Custom window net.
■ ET & MPH:
The Firebird runs 6.50 index with Nate Cooper driving and Street275 5.50 Index with Sue Cooper driving on the same day with Canada Heads Up. The quickest ¼ mile pass to date is 8.50 @ 163mph with 20lbs of boost. I also race some No Prep with it just for the challenge. I am not competitive but I also haven’t put the testing in to see results.
■ Most Unique Feature(s):
Sue says the pin stripes and all the carbon accents in the interior. There are a lot of subtle details in and around the car. I like how I utilized the factory well in the back for the fuel cell and pumps. The factory e-brake handle is the parachute release.
■ Reason For Build:
I built this car for Sue because I realised that if she was involved and had a vested interest we could race together and have fun together. She also is a great racer and can beat anyone.
■ Build Timeline:
Like every car it is a progression. I started modifying it in the early 2000’s. My first shop was only 20’x18’ so the only time it was in the garage was to work on it. The car has been pretty much the same since the winter of 2009. During that winter I changed it from a street car to a race car. I removed 600#’s of weight, painted it one colour and added the carbon hood.
■ Most Memorable Experience(s):
Sue’s most memorable moment was when she was coming up the return road thinking that she had lost the 2010 OSCA 9.90 Championship, then she found that she had won because Tony Sloot put his opponent on the trailer, giving her the Title.
My most memorable experience is when Sue won 9.90 at the Canadian Street Car Nationals in 2010. We had an engine failure two weeks prior and with help from Tom Craig, Butch Kemp and John Saunders we were able to step up to the Dart block and get an engine back. In 2010, we as Team were on fire, went to the finals of every race we entered but this was our first win. She ran 9.9000 to take win, it was awesome to see all the effort pay off.
Nate says his most memorable experience was when he was in his car seat and Sue street raced a Honda and won.
■ Thanks To:
I would like to thank the people that I learned from. My Dad for giving me the racing bug and for teaching me not to be afraid of making the first cut. My Uncle Rob Vandermeer for the drive to get things done. Tom Craig for the mindset that “if it is not fast it better be pretty”. Al Lozon for the clarity and driving focus. Joe VanOverbeek for letting me hangout and learn from the best. More recently Ryan George for his help with everything, Hutch for building a fantastic transmission, I have never had issue with and John at ProTech Racing for giving me everything I asked and for and helping me when I need it.
The Firebird retains much of its factory trim inside, including the dash and door panels. Kelly had to do what he calls a very mini mini tub for clearances out back and was able to keep things looking fairly stock.
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Kelly makes a blistering 8.01 sec., 170 mph pass in Tom Craig's All Motor Camaro!
His drag race affliction was now untreatable and he, along with Glenn and Dianne Tovey, started the PTRA (Pro Tree Racing Association) which was a pro tree Index and comp racing series that ran at St.Thomas Dragway. The series ran for six years with Kelly announcing, his wife Sue racing the Firebird and son Nate’s help as Crew Chief. Nate also got his first win of many driving in Trophy class where he gained a lot of experience.
After the PTRA, the Cooper family returned to racing various events and made a home with Ian Hill’s Canada Heads Up series with Sue racing 10.00 index and Nate running Pro Comp. “It had been five years since we last raced at Toronto Motorsports Park. Sue raced the 10.00 class and Nate raced Pro Comp, they both kicked butt and put the Firebird in the Winner’s Circle in both classes. That was a great day!”
JIM I AM NOT SURE
You will find Sue wheeling the ’Bird in Street275 running 5.50s in the 1/8, and after Kelly takes some tune out, Nate will compete in the 6.50 Index class…. and Kelly will do burnouts in front of the shop! Actually Kelly will take the wheel for some No Prep action, just for fun and to learn the game. They have not made a pass at full boost with the Firebird but have gone 8.50 in the ¼ on 20lbs.
When Kelly first pulled up to Joe’s barn he thought he was lost, until he turned the corner and saw high-end Pro Mod body molds. He soon started working on big-name drag cars for Joe, and now it’s Kelly’s baby!
And here is where the story within our story begins. Enter Kelly and Sue Cooper becoming “Joe VanO”...
“In 2018 Sue made a huge decision that changed our lives drastically. We purchased body and body parts molds and started Joe VanO. For the first 3 years we parked the Firebird to concentrate on our new endeavor.” It all started in 2006. Kelly needed a hood scoop for his build and met Joe VanOverbeek. Joe had a reputation for producing outstanding carbon parts, but Joe himself was somewhat
of an enigma to most. “Quite frankly, after our first encounter I realized the man’s genius and knew I needed to learn what he had to offer, if he would let me. Joe had started as a chassis builder and was so disappointed with the quality of available parts on the market that he tried to make his own. It still blows my mind that in 25 years he went from being a virtual nobody to the carbon fiber go-to guy in the industry.
Working with Joe changed my thinking process in more ways than I can say. My problem-solving skills were greatly improved and my attention to detail increased ten-fold. While Joe was creating the carbon parts, he was also building and updating race cars, which gave Kelly opportunities that he wouldn’t have had in his world. Before long he was working on top-name Pro Mods, Pro Stock and high-end outlaw street cars. “The first time I rolled up in the driveway on Joe’s farm, I initially thought 'this can’t be place'. Then I pulled around a trailer and saw the Pro Mod molds sitting outside.”
Over the next few years, Kelly and Joe developed a relationship when Kelly would come in for parts and start to hang out there more frequently, eventually working for Joe. The only problem was, the pay wasn’t great and with a young family to support, Kelly had to get another job and work at Joe’s for gas money and lunch, but it was all worth it. “I went there to learn fabrication work and chassis setups and got to apply what I learned on my customer’s cars, and it all worked.
Nate, Sue, Kelly and Skrilla stand proudly with the Firebird at their property that now houses the world headquarters of their business, Joe VanO. Kelly recognised immediately that Joe VanOverbeek had so much talent and knowledge to share and he worked long and hard to take in as much of it as he could before Joe eventually decided it would be Kelly that would carry on his legendary work in the race industry.
When doing carbon and glass work with Joe I was the ‘hold and carry guy’. He was only satisfied with perfection, so it was normal to get bumped out of the way. Joe had a strong personality, so you had to check your ego at the door, you didn’t argue, you listened. I would go to Joe’s as much as I could to learn as much as I could.”
Joe, Kelly and Sue shared more than just a friendship, they all had strong spiritual beliefs, and this is what changed their lives forever. “In 2017 while I was at Joe’s, he told me he prayed and God told him that I was the one who should take over his work. His faith was as strong as his personality. I came home and told Sue what had happened and asked her to pray about it. Surprisingly she thought we should do it.” By this time, Kelly
...I have been doing my best to maintain Joe’s quality of work and his reputation in the drag racing
Kelly Cooper
“In 2018 we bought the property we are at now and I started converting the shop to make it useable for our purpose. I started producing some parts out of my new shop while still working for CN and Joe.
In September of 2019 I put my balls on the table and quit CN so I could focus all of my attention on Joe VanO. Since then, I have been doing my best to maintain Joe’s quality of work and his reputation in the drag racing world.”
While all this was going down, and the Firebird being parked for 3 years, Kelly went to John Ventresca at Protech Racing to build a fresh engine for it. The goal was to step Sue up to Street275 with Canada Heads Up, which is a 5.50 Index class with a tight rule set that the Firebird fit into perfectly. Protech built the Coopers a 355-inch SBC that makes 627hp naturally aspirated and a whopping 1439hp on Protech’s hub dyno under boost.
“Our son Nate, also races the Firebird in 6.50 Index,” Kelly added. “We race both classes with a driver and tune-up change and Sue and Nate work great together as a team. They turn the car over between rounds and keep each motivated. I am the announcer for Canada Heads Up, and with help from TMP announcer Rob Potter, I go down from the tower between rounds to check data and make tune-up changes. My goal is that Sue and Nate win both a Street275 and 6.50 Championship, not a small feat. Both classes are extremely tight and the competition is fierce. We have had the ’Bird in the finals of both classes but have yet to achieve this goal…let’s see what 2025 holds for us.”
Stephan along with friend and fellow racer Jay Gallant of Priority Collision came up with the mix of color to give the Mustang its new identity as “Bruiser”
Way back in 1991, Stephan Mallais fell in love with a 1988 Ford Mustang LX.
Story: George Pich
Photos: Blake Farnan
It was the heyday of the Fox Body platform Stang and it seemed like everybody had one. The body style started in 1979 but really took off in 1985 when Ford upped the ante and produced the 5.0L H.O. roller motor boasting 210 horsepower and 270 pounds of torque.
While that doesn’t seem like a lot by today’s standards, back then it would eat most any other stock machine on the streets, and it was easy to hop up, too. Stephan’s Stang was near perfect and he paid 8-grand for it from, of all places, a Chevy dealership.
Mallais had focused on auto class during high school which intensified his love for cars and power and when he bought the Mustang fresh out of high school, he already knew his way around a car and engine. The Mustang was kept stock for the first year, which is longer than
most, but in 1992 the mods began with 3.73 gears and larger sticky rear tires.
The following year, not only did Stephan drive the Mustang to Florida for his honeymoon, but he also started to hit Test 'n' Tune Friday nights at his local track.
The 'Stang is included in the ProTree Videos compilation: 'Crashes, Fails & Wild Rides from the drag racing season!'
The ’88 Mustang LX 5.0L was purchased by Stephan over 34 years ago and has been providing fun and excitement for the Mallais family ever since. The car is mostly steel aside from the composite Sunoco style hood. A custom aluminum wing has also been added.
As the fun intensified, so did the parts being bolted on the Mustang, and manufacturers were really starting to have a solid selection of Mustang-only goodies. Things like a shifter, clutch and shorty headers were installed and that dropped a full second off its ¼-mile time, down to 13.50.
Familiar steps to so
many RPM readers, next up was an 8-point cage, intake, heads, injectors and bigger throttle body, and 12.00 hits on the strip. But of course that wasn’t enough…it never is! Nitrous was installed along with a C4 trans and Stephan started to race organized events in Canada and the U.S., running bottom 11s.
The injection was swapped out for a big carb and more nitrous, and after that got boring, a big block 460 with nitrous was squeezed between the factory rails and the Mustang was raced regularly. Then life hit and the car was put into hiding for the next ten years. “We purchased our first home and had 3 kids during this time,” Stephan told us. “But when my boys hit the ages of 18 and 12, they kept asking me to get the car back together, and finally convinced me. In 2012 I went to the scrapyard and purchased a 302 small block Ford and found a bunch of parts in the local Tri-Ad, which was a buy and sell newsprint magazine long
A Ford 8.8 rear end with 35 spline axles and spool, girdle and 4.10 gear is suspended by a coilover conversion rear suspension with Tin Soldiers upper and lower control arms and anti-roll bar. Up front a Team Z K-member and control arms were used along with a Flaming River rack and pinion and Viking coilover struts. Backing the boosted small block is a Reidcased ’Glide with PTC converter.
Back in the day!
Stephan Mallais bought his ’88 LX in 1991 and has been with it for the long haul. Notice the “Need More Cash” front window decal, it’s been there since 1996 through every iteration of the car, because as Stephan puts it “when you’re racing, you always need more cash!”
With his new finds and parts leftover from the nineties, including an NOS Big Shot kit, he and his boys hit the strip on test days and ran 10.40s, but the coolest part was that Stephan’s 18 year old son Matt got to race it, too.
A new high compression 347 with 300 shot was next, netting 9.00 ETs, and Stephan raced
that combo for the next several years until the end of the 2017 season, when he had an accident that included hitting both guardrails.
After the crash, he decided to go turbo/ blow-thru for 2018, but at the same time was diagnosed with a health condition that required surgery and a lengthy recovery, and then Covid hit.
A Callies Crank, Oliver rods and Ross pistons were used in the build and the TFS High Port heads were ported by DiSomma Racing Engines and are mated with Jesel shaft-mount rocker arms, Pac springs and Manton pushrods. After initially going with a blow-thru turbo combination on a 347 small block, Mallais decided to change the entire package over to the boosted 427 with an EFI setup, and doesn’t regret it. He went with his son Matt to a FuelTech tuning course in Georgia and Matt is now his full-time tuner.
Although Stephan was in good health to start racing in 2020, the car had different plans, and eventually the entire power combination was shelved and a new turbocharged aluminum 427 small block Ford with injection was built for 2023. “It was absolutely the right decision,” Mallais added. And after making the swap and attending tuning courses in Georgia with his son Matt, they had their best race season ever. “Matt has become my full-time tuner from near and far, he is never far away from a laptop when I am at the racetrack!”
The LX went through a number of changes over the years, finally settling on this turbocharged Fontana aluminum-blocked 427 inch small block Ford.
Stephan does most of the work on the engine and transmission himself and Bruiser will come out swingin’ in 2025 with a brand new bigger, badder True North 98mm turbo on the small block that is currently being installed during the winter.
Stephan Mallais’ 1988 Ford Mustang LX
■ Body & Paint:
Mostly original steel body. Paint and prep done by Priority Collision Jay Gallant and Cole Ferri
Paint is a mix of Lamborghini Purple and Mclaren Blue.
■ Chassis Modifications:
Suspension: Front is Team Z Motorsports front K-member and control arms, Flaming River rack and pinion, Viking coilover struts. Tin Soldiers upper and lower rear control arms, coilover shocks and anti-roll bar.
■ Engine:
Aluminum 427 small block Ford (Fontana block). External oil pump with Clearview oil filter. Jesel Pro Tie-bar offset lifters and custom ground camshaft
■ Rotating Assembly:
Callies crank, Oliver rods, Ross pistons.
■ Cylinder Heads:
TFS High Ports ported by DiSomma Racing Engines, Jesel shaft mounted rocker arms, Pac springs, Manton pushrods.
■ Induction & Fuel Delivery:
FuelTech ECU and injectors with Waterman mechanical fuel pump, Brick intercooler.
■ Power Adder:
Currently Precision 8685 turbo, however a True North Turbo 98mm is being installed for 2025.
■ Transmission:
Powerglide with Reid case and 181 1st gear. PTC torque converter,
■ Rear end:
Ford 8.8 rear end with 35 spline axles and spool, girdle and 4.10 gear.
■ Tires & Wheels:
Billet Specialties Win Lite rears with Macfab beadlocks. 275 Pro Drag radials.
■ Interior & Safety:
Team Z steering wheel, Hurst shifter, race seat.
■ ET & MPH:
5.50 130mph in 1/8 mile
■ Most Unique Feature(s):
I have always loved the Mustang and this one is still small block Ford powered. The new paint job really sets it off!
■ Reason For Build:
Over the years of owning this car and racing at a more leisurely pace I wanted to see exactly what I could put into it and just how fast I could go! I had fun getting to where I am with the car today and I am really enjoying my time at the track!
■ Build Timeline:
I have had the car for over 30 years and with each passing year have put little modifications into it with being more active and serious about racing over the last few years.
■ Most Memorable Experience(s):
I do have more than one memorable experience. Driving the Mustang to Florida in 1993 for our honeymoon!
Winning my 1st Championship!
■ Thanks To:
I am always so grateful for the support of family and friends. We have pretty great group that have always been there through hardships and successes over the last 7 years.
• My son Matt for the fab work and tuning.
• Brett from Weld Star for welding the cage.
• Jason, Cole and Paul from Priority Collision for body work and paint.
• FuelTech for their tech support on demand.
• My sponsor Allinone Auto for all the help over the last couple of years.
• Venice Perno from Performance Cellar for advice and being there when I needed him.
• Ian Hill for giving us a great series to race in! Canada Heads Up (CHU).
• My wife Sandra for being incredibly supportive and my biggest cheerleader.
• My other kids Christian and Kadence for always being in my corner and cheering me on!
• My parents for giving me the great attitude to never give up and keep going.
The car and Stephan’s team were on the mark and took numerous wins in Canada and the States along with the 2023 Championship in the Street275 class with the Canada Heads Up (CHU) series. This success led to entering two race series’ in 2024; CHU in Ontario, Canada and the Empire Outlaws at Empire Dragway in New York.
2024 saw a stunning new paint job on the Mustang, now named “Bruiser”, that was completed by Priority Collision.
DragRaceVideos
Ian Hill Racing
To keep his street car roots alive in the Mustang, Stephan kept the original dash, door panels and trim and added a single race seat, the cage and shifter. Electronics are mounted on a Leash panel and a single interactive display is used to interface with the ECU and his laptop between runs.
We take racing seriously but also make it seriously fun...
Stephan Mallais
The season was a race against rainouts but Stephan managed to rack up some points, despite a fire at the end of the track in New York.
With extensive damage to wiring, electronics, hoses, the hood itself and the mess from the fire extinguisher, and just a week to go for the next CHU race, Stephan and his family got to work. “I do not have a give-up kind of attitude,” Mallais explained. “My kids Matt, Christian and Kadence and my wife Sandra, along with my sponsor Mike at ALLinone Auto sourcing parts, all helped to pull the engine and get things back in shape for the following week.”
That event would be a fight against small issues due to the rush in getting the car ready, but the following outing
would result in a win and a second place finish for the CHU 2024 season. With the car working very well in the latter part of 2024, and the 2025 season just around the corner, Stephan plans to come out swinging with a fresh 98mm turbo currently being installed.
“I try to do all the work myself,” he continued. “I do the engine assembly and rebuild my own transmissions. We take racing seriously but also make it seriously fun. I have a sticker on the car that says ‘Stand back I built this shit myself’ and the decal on the front windshield that says ‘Need More Cash’ and has been a staple on the car since about 1996. Because when you’re racing, you always need more cash!”
The Mustang really came into its own during the 2023 season that ended with a class Championship in Street 275 in the Canada Heads Up Series. Despite battling rainouts, and an underhood fire in New York in 2024, Stephan and his team still pulled off a number of wins and second place points finish to the season.
is gearing up for the competition with the support of
A big shoutout to TV Tommy Azzarella, who has made a triumphant return to racing after a seven-year break! He showcased his talent by reaching the finals at the last No Prep event in November 2024.
Tj Petrucci
Team Bully Built member Joshua Smith in the small tire class.
Street racing has been a thrilling part of car culture ever since the very second Ford roared onto the scene!
Growing up in my early 20s, the sense of community among car enthusiasts was electric; we were either racing down the streets or cheering each other on from the sidelines. Like many RPM readers, Saturday nights became
the highlights of our week and when we weren’t racing, we eagerly fixed up our hot rods and brainstormed how to make them even quicker. We might not have been the fastest on the block, but oh we sure thought we were flying with our quarter-mile street cars! For me, this wasn’t just a weekend hobby; it was my everyday adventure. Countless nights passed in the garage until the early hours, passionately tuning parts and making modifications in pursuit of that little extra speed that would mean the world for my morning commute to work.
I was fortunate to be part of an amazing group of racers in my town. We truly bonded over our shared passion, spending weekends helping each other with builds, showcasing our rides at car shows, and exploring swap meets together.
Story : Jerry Garrison
Photos: Pete Liebig, Randy Warriner, Jerry Garrison
Angel Ramirez traveled all the way from Mexico to compete, bringing his impressive S2000 Honda to the small tire class.
Most of us managed to stay clear of trouble, and while the police occasionally interrupted our late-night races, we always found a new spot to unleash our adrenaline. Kearny Villa Road and Bay Boulevard became our go-to locations in Southern California, each place buzzing with excitement. It’s hard to define the thrill we chased; it was simply part of who we were.
Throughout the years, my love for cars led me to
work on an array of projects—from a slammed Navigator to a stunning ’61 Cadillac and a fierce blown ’68 Camaro. Each project played a vital role in shaping my journey. Today, I channel that passion as a promoter, bringing the excitement of No Prep races to the Barona Drag Strip, nestled in the lovely eastern part of San Diego, in Lakeside. This beloved venue has been a hub for the racing community for 30 years and is proudly tribe-owned.
Tj Petrucci has his teammate Brent Thalasinos behind the wheel of Mr. T in the small tire class. Brent is really stepping up as he also takes on the challenge in the big tire class too.
Chris Vanneman, representing the Mute Performance camp, is helping teammate Randolph get ready for his run in the small tire class.
Joseph Buchanan is making waves in the small tire class, going rounds and is shown here trying chase down Brent in Mr. T.
Huge congratulations to Jerry Buesig, shown here pulling the chute in the small tire class and clinching the win.
Izzy from the Izzy Performance camp is backed up by teammate Chris Torres in the small tire class.
Having participated in over 40 drag races—whether promoting or running the show—I am excited to share my journey with others! Joining forces with Barona Drag Strip under my brand, No Prep Syndicate (NPS), has been a dream come true. With my name and brand on the line, I’m thrilled to embrace this challenge. My decade of experience shooting drag races across the western states and five wonderful years working with RPM have helped me forge invaluable connections in the racing community. The road ahead is bright, and I
Donnie Hughett, known as ‘King Donnie’ among friends, put on a stellar performance in the small tire class.
can’t wait to see where this adventure takes all of us.
I’m excited to share my journey of promoting No Prep racing at a track that has primarily seen JJ Da Boss's thrilling performances for No Prep action.
When I reached out to RJ Simrock and his wife, Terri—the managers of Barona—they were genuinely eager to hear my vision. I’m thrilled to say we have developed 6 to 7 classes, catering to every type of racer out there who is ready to take the leap and engage in the thrilling world of No Prep racing.
Ray Mohoff from Kingman, AZ, brought his stunning Nova gasser to the small tire class, adding a unique flair to the competition.
Dale Bowerman took the wheel of ‘Trailer Swift,’ showcasing his small 192 Blower Shop blower in his RX7 on methanol. Here he is pulling the wheels in the small tire class!
Small tire racer Aaron Hyde has transitioned from the bracket racing scene just over a year ago, and now he’s completely hooked on No Prep racing.
that convincing seasoned track racers to transition to a slippery No Prep environment can be challenging, but I’ve had tremendous success drawing racers to Barona from other types of drag racing and even street racers. Many are long-time street racers featured across the web, and their enthusiasm is infectious.
credible opportunity for a one-day event on February 10, 2024, with a spirit of “let’s see what you can do!” I’ve always viewed this as a gradual process and my experience with other programs has taught me that building a dedicated fan base and a community of racers takes time, patience, and persistence.
Racers from Mexico, including small tire standout Joe Vega, put on a show by going several rounds this event.
Jim Penner, a big supporter of the No Prep Syndicate, has been making a name for himself by going rounds and celebrating multiple wins in the N/A small tire class.
In a thrilling showdown, Cheese in the red 69 Camaro faced off against Ryan McAlear running the purple fox body.
Michael Cameron is in the near lane, facing Travis Hughes in the N/A small tire class. It was quite a battle with Hughes taking the win in the class.
The crowd favorite, Michael Bozner, has been a consistent presence at events showcasing his unique chopped 1964 A-100 mid-engine Mopar fed Ford van. He continues to impress in the N/A small tire class!
In the hard tire class, Jamie Braden from Tucson, AZ, brought his Suzuki Samurai, equipped with a Honda K24 motor and a big turbo. Don’t let this street truck fool you—Jamie is a fierce competitor who has racked up numerous wins!
We kicked off our first race at Barona, aptly titled “Locked and Loaded,” but we faced one significant hurdle right from the start. After enduring five straight days of rain, the track still needed scraping of rubber and glue just a day before race day! The stress and anxiety levels were quite high as some racers even canceled their out-ofstate plans.
But I knew we’d have a beautiful sunny day on race day and ample time in the morning to prepare the track to a no-prep surface.
Karen Mohoff from Kingman, AZ is making waves in the hard tire class, making it all the way to the finals in her ZL1 Camaro.
Carlton Roberts is proving his strength in the hard tire class, showcasing impressive skills as the competition heats up.
Don Bonahoom, driving a Chevy S-10, experienced the thrill of victory at the inaugural No Prep Syndicate event, 'Locked And Loaded,' running a small block Chevy.
Rick Frye, with his powerful 800ci engine equipped with four nitrous kits, has to pull out some serious power to be competitive in the big tire class.
Edward Ybarra is getting things fine-tuned for the next round of the big tire class.
Big tire racer Clint Zumwalt made quite an impression at the ‘West Coast No Prep Nationals,’ reaching the big tire finals in his blown 66 El Camino. Although he couldn't make the final call, he proudly secured the runner-up spot!
to focus on the action. The day flowed beautifully, and by the time the sun set, we had winners, some losers, and best of all—the fans left with smiles on their faces, looking forward to the next exciting event.
I’m thrilled to report that we’ve wrapped up the 2024 No Prep racing season with Barona and they have graciously given us three additional race dates for 2025. It’s such a joy to gradually introduce my brand and style of No Prep racing while building connections with both racers and fans. It’s all about the conversations, emails, texts, and, of course, enthusiastic calls that keep the momentum going.
Edward Ybarra, backed up by his crew, is ready to unleash the power of his big tire Gremlin, bolstered by a Chevy big block and two nitrous kits.
Ed Allen and crew member Bobby Estrada are getting ready in the burnout box for the N/A big tire class.
Looking ahead to 2025, I’m incredibly optimistic about the three race dates I’ve been granted. The first event, “Cruel Intentions,” is set for Feb-
Clint Zumwalt is pulling the chute in the shutdown area after an exciting race against the AWD Eagle Talon driven by Ronnie Grant—what thrilling matchup!
ruary 8, 2025, and it’s shaping up beautifully with an excited roster of racers, supportive sponsors, merchandise, and impressive trophies!
Always a serious competitor in the small tire/big tire class Andy
jr making a launch in competition.
R.J. Simrock, manager of Barona Drag Strip, is presenting small tire winner Jerry Buesig with a Speed For All Wally.
Trujillo
Jim Penner, joined by family and crew, is celebrating a well-deserved victory in the N/A small tire class.
I’m excited to announce a new AWD class, bringing our total to seven classes!
The support I’ve received throughout this entire process has been truly heartwarming. Not only have racers shown up time and again, but local businesses have also come forward to offer sponsorships. For example, Jim Penner, with his stunning '63 shoebox Nova named ‘Jezebel’, has consistently delivered outstanding performances. He’s always all in, often registering for two classes—even when his car is facing challenges! You can catch him tearing up the track in both the Small Tire class and the N/A Small Tire class, where he frequently finds himself in the winner's circle.
Michael Anthony from Epic Performance has been on fire, clinching victory at the last three No Prep Syndicate events in his impressive 1000hp Evo in the stick shift class!
Talyn Calkins, an up-and-coming No Prep racer, has a full year of experience under his belt. With his dad Shawn’s support, he’s gearing up for an exciting 2025 race season with his new fox body.
Brent Thalasinos with the iconic Mr. T Chevy II. He has excelled in both the small tire and big tire classes, earning impressive victories thanks to the tireless dedication he and his team give to the program.
Additionally, it’s phenomenal to have the support of the racers like Andy Trujillo Jr., Clint Zumwalt, Michael Cameron, Jerry Buesig, Ray and Karen Mohoff, and Jamie Braden, to name a few who make the trek all the way from Arizona and Nevada. Their competitive spirit shines in both in the big tire, small tire, and hard tire classes, and I can’t wait to see what they bring to the table next. There is always an open invitation to race with NPS, and even for long-haulers, there’s lots to do in the area once the racing is done as it’s only a 45 minute drive to San Diego, not to mention the many opportunities the area has
to offer if you’re into hiking, biking and RVing.
I want to extend my heartfelt gratitude to some of my amazing sponsors: PMR Race Cars, Simple Auto, RPM Magazine, Burntout Racing, Mike's Transmissions, SoCal Nitrous & Race Fuels, Nitro Garage Images, Pete Liebig Photography and Nitrous Supply.
With all this support, Including the help of my wife Jayme and our daughter Brie on race day, I’m fully energized and ready to make the 2025 racing season an unforgettable one. I can’t wait to see all of you at the track, let’s keep this momentum going and continue to grow our No Prep racing community together!
No Prep Syndicate promoter Jerry Garrison gathers everyone for a drivers meeting.
Jaime Braden is all smiles as he takes the win in the hard tire class alongside his family and crew at the ‘Talk's Cheap’ No Prep event.
LAS
GRUDGE CARS...
HUMBLE HAULIN’
“She’s not the prettiest and the quickest car out there, but it runs good. Not bad for a garage build with no professional help,” Bobby Bridges.
EddieMaloney
We often hear the slogan, “like father like son.” This story holds especially true for Las Vegas native, Bobby Bridges. Like many before him,
Bobby grew up in the garage, wrenching at a very young age, owing it all to his late father, Kenny Bridges.
“My father is 100 percent the reason I got into hot rods.” Growing up, Bobby
lent a hand helping his father build all his hot rods and subsequently got to see him race. Kenny’s passion for hot rods and racing was immediately instilled in Bobby, and when Bobby was
old enough to drive, he was ready for the world.
IN THE BEGINNING
For the past 25 years, Bobby has grudge raced everything from Chevrolet
powered mini trucks to 7 second pro street cars. In 2014, he wanted to try his hand in the local grudge racing scene and that’s when he found this bone stock 1979 Chevrolet Mali-
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GETTIN’ ON DOWN
Circa 2016, Bobby and his Malibu running Danny Topol’s Las Vegas Motor Speedway Top 10 small tire class. However, as seen here, he now has some fat Mickey Thompsons where the 10.5 Hoosiers used to roll.
bu. “I have always liked the square, ‘boxy’ style cars, it’s a different approach as opposed to building a Mustang or Camaro.” Bobby purchased the car and started the transformation almost immediately. Being quite handy around the shop, Bridges decided
to take on most of the build himself.
THE BUILD
Transforming a car from its original condition to a full-blown race car is no easy task, but Bobby was fully prepared for it. He had the knowledge from his father and amassed a
respectable array of tools over the years, too. So, let’s take a look inside Bobby’s garagebuilt 79 Malibu. The heartbeat of the car is a nitrous assisted 622 cubic inch big block Chevrolet engine built by Reher Morrison Racing Engines. Transferring the 2,000
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G-BODY BOOGIE
Bobby and the Malibu doing grudge racing things with his grudge racing friends.
Chuckwalla Valley Raceway most notably known for its road course, hosted a small event in late 2019 in hopes of turning their 5300’ runway into an 1/8-mile dragstrip.
plus horsepower to the ground is a bullet proof BTE Powerglide transmission and a Neal Chance Racing converter. Bobby has immediate plans to add two more
stages of Nitrous oxide provided by Induction Solutions. Next up, he built the wishbone style, 4-link suspension in his shop utilizing Strange Engineering
double adjustable shocks. Out back you will also find a Moser 9.5” aluminum bolt through rear end and Strange engineering 40-spline axles. The front suspension
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LET’S THROW DOWN ALREADY
Anytime, anywhere Bobby tells us. Bobby seen here racing fellow Bottom 10 Racing member Jason Ayers.
was replaced and upgraded with a direct fit setup from Global West Suspension. Stopping power, especially if you prefer the more full-figured body styles such as the General Motors A or G body, is equally as important as horsepower, and is provided by custom four-wheel
disc brakes and a parachute out back. Wheel choice for the Malibu are a set of Billet Specialties Comp 5 Series wheels with a double beadlock rear, wrapped in Mickey Thompson tires (this was initially a small tire car). Once the suspension and driveline were ironed out, Bridg-
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!
ROBERT BRIDGES’ 1979 CHEVY MALIBU STREET/STRIP GRUDGE CAR
Chassis Type & Mods: Back half stock frame with 7.50 cert moly cage built by owner. 32-16-15 tire, Fabricated 9” rear end.
Suspension & Brakes: FRONT: Global A-arms with Strange double adjustable shocks with stock spindles and Wilwood brakes on front. REAR: Strange double adjustable coilovers,4 link setup with wishbone. Wilwood brakes.
Body & Paint: Owner.
Engine: 622 ci BBC Reher Morrison 14-degree dry sump nitrous engine. 16 to 1 compression, Big Chief heads. Callies crank, MGP aluminum rods, and RM pistons.
Induction & Fuel Delivery: Dual 1150 Dominator carburetors.
Power Adder: Two-stage Induction Solutions direct port nitrous kits (500hp per kit) .
Electronics & Ignition: MSD box, MSD front drive distributor, MSD coil and NOS mini progressor.
Transmission & Driveline: BTE Powerglide with Neal Chance converter.
Differential: Aluminum bolt-through with 9.5-inch ring gear and Strange 40-spline axles.
Other info: “I bought this car bone stock in 2014 and built everything but the motor and trans.”
Performance (eighth-mile): “Mid 4’s…but that’s as much as I can say.”
es then focused on building the roll cage. Like the other components, it has progressed over time. As he went faster, he added more bars to stay in compliance. Over the course of two years, Bobby’s Malibu went from a bone stock daily driver to a competitive street legal grudge contender.
GRUDGE RACING
We’ve said it before and we’ll say it again, the grudge build is far different than the average street or strip warrior. While Bridges prepared the entire car for duty himself, he was sure to spend time and money where it was needed most, and that would be to create the most
effective platform to use every bit of the over 2,000 horsepower available. The car looks tough and mean, but is even tougher when it comes down to capability. Hard work and dedication to his passion have proven their worth over the years. Bobby and his Malibu have appeared on the hit television show Street Outlaws on three sepa-
LAS VEGAS STRIPPER
Get your mind out of the gutter...it’s not even like that. Sure, shots at the track are great but what is more iconic then the Luxor Pyramid on the famous Vegas “Strip.”
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rate occasions. While the Malibu is a terror on the streets, you can also find it running in many major, sanctioned track events. Bobby has competed in the Las Vegas Top 10 small/big tire class, the West Coast Hot Road Association, and at the Street Car Super Nationals.
THE FUTURE
Grudge racing is as ever evolving as anything else in the sport of drag racing. The competition is getting quicker and faster by the day and Bobby is fully prepared to do what it takes to try and keep up.
FAT & JUICY RAT
The sizable Reher-Morrison 622-inch big block Chevy fills the engine bay of the big bodied Bowtie nicely. Although the combo includes two stages of Induction Solutions nitrous that makes over 2,000 hp at preset, Bridges says there’s more coming!
There were only two parts of this hot rod that Bobby didn’t build: the engine which he left to the folks at Reher Morrison, and the transmission which he had the pros at BTE handle.
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“It’s not always about having the fastest car on the street, it’s about being able to go from A to B.” One is never quite done when it comes to building a race car as there is always someone that’s going to be faster. In order to keep up with his friends, Bobby plans to add some power and chassis upgrades. With the popularity of grudge racing, Bridges doesn’t plan to limit his options to the west coast and is constantly invited to
Ian Hill Racing Post-race videos on
SAFE & SOUND
A look inside the cockpit of the Malibu Dream. Bobby wanted to keep as much integrity of the factory interior as possible. The Malibu features a 7.50 SFI certified roll cage and all functioning street equipment. A Racepak dash and two analog gauges keep Bridges in touch with the car before during and after a run, or when street driving the Vegas Strip.
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G-BAR-dy
The extensive bars of the 7.50 ET cert cage wrap around Bridges to keep him safe. The chassis work was all completed by him.
big money grudge races throughout the United States. Watch out though, he might just show up!
FOR DAD
When Bobby is not working or racing the Malibu, he is working on a special project to honor his father, and
plans to race the 1964 Chevrolet Nova Gasser in both grudge races and exhibition runs. We are hoping to catch up with Bobby to check out his tribute build and see it in action, but until then, watch for the Malibu to get quicker, faster and meaner at a grudge race near you!
Dennis “Farrell” West’s 1972 Chevy Nova Street/Strip
the
Street legal is the only way that Farrell West of Beaumont, Mississippi would have his 1972 Chevy Nova. Of course that doesn’t mean the car can’t mix it up with the best of them in classes like True 10.5 or X275, he just prefers that his own car fit the true intention of “street car”, and be capable both on and off the street.“It weighs 3,480-pounds, is street legal and I actually drive the car on the street,” explains Farrell. “And while I haven’t got to run the car at the track much, it has been 8.20 at 165 mph in the quarter-mile so far,” he added.
Farrell bought the Nova 12 years ago and since has completely transformed it into the weapon it is today. “It was just a plane Jane 6 cylinder Nova, but only had 25k original miles on it,” continued West. “I’m the 3rd owner and it was actually bought new in my home town. All the work has been done by myself with help from my teenage son and a few friends.” The car was disassembled in February of 2008 and so began the build of Farrell West’s Nova from mild to wild.
The stance is just right. This is not a backhalf car and retains all of it’s OEM frame plus some custom bracing. Only a mini tub was done to make those rear tires tuck so nicely up into the wheel wells.
Photos: Dylan McNeil
West kept most of the factory interior in the lowmile chassis wherever he could. He did however toss the bench seat in favour of a pair of racing buckets. Along with a full array of gauges, a trick Leash Electronics N2O LEASH unit sits in place of the factory ashtray. The large fuel cel [below] installed in the trunk confirms that this car sees street time.
565 cubic inches of big block
Chevy topped with one of Induction Solutions’ direct port nitrous systems occupies the real estate under the hood.
Chassis Type & Mods:
Stock chassis with mini tub.
Suspension (Front and Rear):
The front suspension consist of the stock subframe with TRZ Motorsports upper and lower control arms, TRZ rack and pinion kit with billet steering arms, double adjustable Afco front shocks by Mark Menscer and Aerospace Components disc brakes. The rear consists of Chassis Engineering ladder bars and Strange double adjustable coil overs with 150# springs and Aerospace Components disc brakes, also.
Body & Paint:
All steel body, customized Harwood fiberglass hood. Glasurit epoxy primer, custom Burnt Orange base clear paint with Greystone Pearl stripes.
Engine:
565ci BBC machined and assembled by Russ Miley Racing Engines. Dart 9.8 deck block, Callies Magnum crank, BME aluminum rods, Custom JE pistons with tool steel pins and Hell fire rings. Bullet cam and Jesel belt drive. Moroso race oil pump and Milodon oil pan. Brodix 383 cnc Head Hunter heads with PSI springs, Victory valves and T&D shaft mount rockers, assembled by RMRE. The intake is a ported Brodix oval port topped off with a 1370cfm Dominator from Patrick at Pro Systems. The motor made a touch over 1070hp on the dyno.
Power Adder:
Single stage direct port nitrous system from Induction Solutions .
Electronics:
MSD Powergrid 7720/7730 with HVC-2 coil and Moroso Ultra 40 plug wires and a Leash progressive controller for the nitrous.
Transmission & Converter:
JW cased Powerglide from PTC with 1.69 low gear and 10.5 inch North Star converter from Lenny at Ultimate Converter Concepts.
Rear Differential:
Braced Ford 9” with Moser nodular iron center section, Moser spool, Richmond 3.90 gear, and Moser 35 spline axles.
Best ET & MPH (Race Only): 5.20 @ 136mph 1/8, 8.20 @ 165 ¼
