January 2024 RPM Magazine - 25 Years!

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

EDITOR-IN-CHIEF.............................................................. CHRIS BIRO EDITOR@RPMMAG.COM V.P. MARKETING/CUSTOMER RELATIONS..................TRISH BIRO TRISH@RPMMAG.COM EVENT MEDIA..................................................EVENTS@RPMMAG.COM EVENT SUBSCRIPTIONS COORDINATOR...........SHERRIE WEBER SHERRIE@RPMMAG.COM ART DIRECTOR............................................................ JIM MCHARG PHOTOGRAPHIC CONTRIBUTIONS: MARK GODRAGRACING. ORG, GEORGE PICH, MATT WOODS, LOUIS FRONKIER, BLAKE FARNAN, JERRY GARRISON, NEIL ZIMBALDI, EDDIE MALONEY, WES TAYLOR, STEVEN TAYLOR, DAVID GATES, AND ANDREW RADIOTIS EDITORIAL CONTRIBUTIONS: CHUCK SCOTT, MARK GODRAGRACING.ORG, TIM BIRO, STAN SMITH, GEORGE PICH, JAY MISENER, EDDIE MALONEY, WES TAYLOR, AND SCOTT FORBES TECHNICAL WRITING CONTRIBUTION: CHUCK SCOTT, SHANE TECKLENBURG, TIM BIRO AND JAY MISENER

FOR ADVERTISING INFORMATION CONTACT TRISH BIRO...........................519.752.3705....... TRISH@RPMMAG.COM

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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.

RPM Magazine has been a world leader in motorsports publishing for 24 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide.

If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@rpmmag.com. Submission of an article does not guarantee that it will be published.

Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT responsible for errors or omissions in ANY advertisement or article.

Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser.

WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

www.rpmmag.com | January 2024

3

editor’s

RANT

by

Chris Biro

RPM Magazine Celebrates 25 Years Of Smoke & Gears The world has changed considerably since our first issue a quarter century ago, but one constant has been our committment to maintaining the highest standard of excellence in each issue of RPM. We’re deeply appreciative of the unwavering enthusiasm and support from our readers, advertisers and the folks who share their projects with us each month. We’re grateful for 25 outstanding years and looking forward to an exciting future, thanks to all of you.

It’s safe to say that re-running my CONGRATULATIONS! Editor’s Rant has now become tradition in RPM in the first issue of every year.

CONGRATULATIONS! You Made It! Before you read on, just to be clear, I am all for progress, innovation, advances in safety, science, better health and moving forward, however, some things– read “some” things, just might make more sense the way we used to do them. The point is, learning how to deal with responsibility and challenges as well as success and failure at a young can go a long way in life as years pass. With that being said, I hope you enjoy this with the spirit in which it was written.

Congratulations! CONGRATULATIONS to all of our 40+ year old readers.

First, we survived being born to mothers who smoked and/or drank while they carried us and lived in houses made of asbestos. They took aspirin, ate blue cheese, raw egg products, loads of bacon and processed meat, white bread and tuna from a can. Then, after that trauma, our baby cribs were covered with bright colored lead-based paints. We had no childproofed medicine bottles, doors or cabinets and when we rode our bikes, we had no helmets, not to mention the risks we took hitchhiking!

Mom didn’t have to go to work to help dad make ends meet, she worked only if she wanted to.

We would ride in cars with no seat belts or air bags, and riding in the back of a pick-up on a warm spring day was always a special treat, not a crime.

If someone cut us off while driving we’d flip them the bird, and they would return the favor, without getting out a bat, knife or gun at the next stoplight.

We drank water from the garden hose and not from a bottle. Take-out food was limited to hot dogs, fish and chips and pizza. You didn’t line up at the drive-thru for your morning coffee but got up earlier and made it yourself.

Even though all the stores closed at 6:00pm and didn’t open on Sundays, somehow we didn’t starve to death. We shared one soft drink with four friends from one bottle and no one actually died from this.

We could collect bottles and cash them in at the corner storeand buy a whole bag of penny candy, sports cards, bubble gum and some fire crackers.

We ate cupcakes, white bread and real butter and drank soft drinks with sugar in them, but we weren’t overweight because... we were always outside playing! We’d leave home in the morning and play all day, as long as we were back when the streetlights came on. No one was able to reach us, yet we were somehow O.K. We would spend hours building our go-carts out of scraps and then ride down the hill, only to find out we forgot the brakes, which consisted of a wooden stick on a screw that scraped the ground to slow us down!

We’d hop-up our bikes with banana seats and long forks and didn’t need some slick dude on a TV reality show of the month to tell us how to do it.

We built tree houses and played in river beds with Hot Wheels and Matchbox cars. We did not have any video games at all, and when we did finally get them it was for occasional entertainment with

4

the whole family. No on-demand TV or 200 channels on satellite, no DVD or streaming movies, no surround sound, no personal computers, no internet, internet message boards and forums or social media, no cell phones or other handheld devices and no texting... we did have friends though, and we went outside and found them!

We fell out of trees, got cut, broke bones and teeth and there were rarely lawsuits. We were given pellet guns, jack knives and slingshots for our 10th birthdays. We played with toy guns that looked like real guns, only because it was cool, not because we wanted to be a gangster. And every young boy wanted to be a policeman or fireman!

At 13 we learned to drive the family car at the empty mall parking lot on Sunday. We rode bikes or walked to a friend’s house and knocked on the door or rang the bell, or just yelled out for them.

Christmas was Christmas not Xmas, no really it was! No Black Friday or Cyber Monday either.

We went shopping for our gifts at actual stores and most everything was made here at home.

Football, baseball and hockey had tryouts and not everyone made the team. And those who didn’t had to learn to deal with disappointment. Imagine that! Getting on the team was a privilege based on ability and merit, and not due to special rules, threats, fear or guilt...

There were very few football, hockey or soccer moms and dads who cared more about their kids becoming the next superstar over just letting them play and have fun. I know this all sounds strange, but it’s true!

If a company we bought something from made a mistake, we gave them the benefit of the doubt and simply called them about it. And they either fixed it or they didn’t, and they would live with the word of mouth (good or bad) after we gave them a shot at fixing it.

We didn’t go on social media (because there was none) and smear the company’s name first.

We did not talk back to our parents or we’d get spanked, and knowing that kept us in line… most of the time. Our teachers used to belt us with rulers or leather straps, and knowing that kept us in line… most of the time. Grade school bullies didn’t have guns and knives. The idea of a mom or dad bailing us out if we broke the law was unheard of. They actually sided with the law! And police were given respect, because they deserved it.

This generation has produced some of the best risk-takers, problem solvers and inventors ever! The past 70 years have been an explosion of innovation and new ideas. We had freedom, failure, success and responsibility, and we learned how to deal with it all! And You are one of them! Congratulations! You were allowed to grow up as kids, before the lawyers, governments and big businesses regulated our lives “for our own good”. You may want to let your kids read this so they will know how brave their parents and grandparents truly are.

Once again, have a fantastic 2024!

Chris Biro, Editor In Chief

January 2024 | 25 Years Of RPM Magazine

ACC Performance............. 97 AED Competition............. 70 AFR: Air Flow Research....... 5,25,81 AJE Racing....................... 88 American Racing Headers........................... 24 Baer Brakes............ 10,103 BES Racing Engines......... 19 Billet Specialties.............. 61 Bill Mitchell Products....................11,68 Browell Bellhousings...... 53 Burns Stainless................ 96 Callies Performance Products..... 70 Calvert Racing Suspensions.................... 99 Canton Racing Products.. 56 Chassis Engineering........ 83 Clearshot Customs........... 81 C & S Specialties............108 Deez Performance........... 18 Derale............................. 62 Design Engineering......... 57 E3 Spark Plugs................. 72 ECAM Racing Engines...... 19 Engineered Racing Services...... 21,100 Erson Cams...................... 82 GoDragRacing.org.........114 GRP Connecting Rods...... 79 Harland Sharp................. 12 Hitman Hot Rods...........110 Holeshot Performance Wheels............................ 47 Hughes Performance.......... 7 Ian Hill Racing........ 73,104 Induction Solutions......... 51 Jesel................................ 26 Joe Van O......................... 80 JW Racing Transmissions..................... 5 Karbelt Speed & Custom........................ 94 Kinsler Fuel Injection....................13,72 Lentech Automatics............. 43,102 Liberty's Gears................ 85

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AFR: Air Flow Research

JW Racing Transmissions

www.rpmmag.com | January 2024

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January

2024

Often Imitated, Never Duplicated—For 25 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!

100% Street Car...Period!...........................

64 …that also runs 7s in the quarter!

Black Widow............................................................................................... 8

This multi-purpose 1,800-plus horsepower blown Vette street car is an inspired build

Unique........................................................................................................ 92

Now here’s something you just don’t see every day, year...or decade!

RPM EXTRAS

34

.............................................................................................................................

From the pages of July, 2017 - Gary Houghtaling’s 1964 Ford Falcon X275

Small But Ferocious...................................................................... 40 Welding Exhaust Systems - Pt. 4.................................... 90 This Grudge racer Gremlin is a small-packaged supersized serving of nitrous’d nasty!

Flange/Exhaust Port Interface

Read COMPLETE ISSUES OF RPM MAG online at www.rpmmag.com 6

January 2024 | 25 Years Of RPM Magazine

+

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Hughes Performance

www.rpmmag.com | January 2024

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Story: George Pich Photos: Mike Autrey:

Night Adder Photography

Baer Brakes

Life can be about focusing on negatives or the positives; Eric Simpson chose

the latter.

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January 2024 | 25 Years Of RPM Magazine

S

impson was once told that he ‘was nothing but a shade tree mechanic and would never have anything worth talking about’, “I built this car to prove the naysayers wrong,” Eric said proudly.

Starting off with a rocky childhood health wise, Simpson credits his Grandmother Gwendolyn M. Simmons for

what he has become today.

“She adopted me and was my rock while I battled cancer,” he added. Living with his Grandmother, Eric recalls being interested in cars from a young age when he visited her workplace and met a young man who basically lived out of his bright red 1994 Mustang Cobra stick car.

Bill Mitchell Products

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“A beautiful puzzle” are the words Eric Simpson uses to describe the build of Black Widow, his stunning, and wickedly quick and fast 2015 Z06 Corvette. Admittedly it was not an easy build, but the results speak for themselves and the fact that he was accepted to be in the SEMA Battle Of The Builders attests to the overall quality of the project.

Harland Sharp

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January 2024 | 25 Years Of RPM Magazine

Eric loved the car, but his Grandmother and Uncle Tony explained that it took a good job and a lot of money to buy a car like that. “They told me that people like us

don’t own things like that.

So I made it a point to work hard and have all the things that they said a young, poor, black man couldn’t have, and I haven’t stopped!”

Kinsler Fuel Injection

Simpson’s love of all things mechanical, especially cars, took off and soon TV shows like Knight Rider and The A-Team were his favorites, and he couldn’t wait to see movies like Smokey and the Bandit.

Cars were something that Eric just seemed to understand in an otherwise crazy world.

Working on them brought him peace of mind and having an uncle in the Military that liked wrenching on his own vehicles created a path for basic knowledge to be passed down to Eric.

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January 2024 | 25 Years Of RPM Magazine

Put the Hammer Down.

You don’t cut corners or accept compromises.

Use the best parts, like Trick Flow GenX® 255 square port cylinder heads that can significantly increase the performance of your GM LS-powered car.

Highlights include LS3-shaped CNC Competition Ported runners, CNC-profiled combustion chambers, 12° valve angles, coolant holes that work with all LS head gaskets and engine blocks, and your choice of standard or 6-bolt mounting patterns—all engineered, machined, assembled, durability tested, and dyno proven in the USA to help your car stay ahead of the pack.

Airflow Results

Dyno Results

GenX 255 Square Port

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Test Engine: GM 6.2L LS3 short block with 10.43:1 compression, Trick Flow GenX® 255 square port cylinder heads (TFS-3261T002-C01), Trick Flow Track Max® hydraulic roller cam (TFS-32603001), stock L92 intake with 90mm throttle body, Kooks headers with 17⁄8" primaries, and dual exhaust with 3" Flowmaster mufflers.

Intake Flow CFM

.100"

71

59

.200"

146

113

.300"

231

171

.400"

294

215

.500"

334

240

.600"

363

252

382

258

.700"

Trick Flow

Tests conducted at 28" of water (pressure).

Bore size: 4.065"; exhaust with 2" pipe.

Your Formula for GM LS Performance!

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Track Max® Camshafts Give your GM LS an even bigger power boost with a Track Max camshaft. Available in several hydraulic roller designs up to 230°/238° duration and .625"/.625" of lift, they are dyno proven to produce significant power increases over the entire RPM range.

Active Fuel Management and Variable Valve Timing Delete Kits The problem: most performance camshafts don’t work on engines equipped with AFM or VVT. The solution? Ditch them with these delete kits! They include everything to completely remove AFM and VVT the right way, so your engine will make the power you expect with no hiccups.

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.

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

Exhaust Flow CFM

...I just wanted to make my Grandmother proud...

ERIC SIMPSON

When he was 16 he bought his first car, a 1987 Chevrolet Camaro IROC-Z and within a few weeks he was hooked and just wanted to go faster.

Street and track racing became frequent and eventually, the hobby of cars would become a career as Eric began his education towards becoming an Automotive Technician. “I just wanted to make my 16

January 2024 | 25 Years Of RPM Magazine

Grandmother proud,” continued Simpson. “Every car has only gotten bigger and better than the last.

I have built and owned several modified sport cars without ‘living in them’ as my Grandmother once said. Even though she passed when I was 24, she saw me do so much and I continue to strive for excellence.”

Eric Simpson,s 2015 Supercharged Corvette Z06 is wicked!

Moser Engineering

A Late Model Engines 427 cast iron block-based engine assembled in part

by Granger Performance and Eric was created for Black Widow. Frankenstein Engine Dynamics ported heads with trunnion rocker upgrade were studded in place and a Kong Performance ported Magnuson Magnum 2650 supercharger tops off the nasty Bowtie.

Summit Racing Equipment Thermo-Tec

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January 2024 | 25 Years Of RPM Magazine

Deez Performance

The install looks so OEM that it’s hard to believe the level of power crammed under the hood of this build, which is used to Eric’s benefit on the track.

The story of this particular 2015 Z06 Corvette begins with Eric’s loving wife Jaeca. Jaeca knew Eric had eyes for a special Corvette, but she wanted to wait a while as

ECAM Racing Engines

the pair just moved into their new home. As most of us know, though, when there’s horsepower involved, good judgment often comes a close second to a killer car.

BES Racing Engines

Rage Wraps

www.rpmmag.com | January 2024

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The motor was made to produce 1,800-plus horsepower, and the most recent order of business for Eric and crew has been to get a handle on that power and get it to the ground efficiently.

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January 2024 | 25 Years Of RPM Magazine

Before he knew what was happening, Eric was surfing the web for cars, specifically Z06 Corvettes. He found a stick shifted 2015 and wanted it. The car was for sale at a dealer that was a 1.5 hour drive, so, after making sure his wife was comfortable after a hard day’s work, he told her he had to go out on some business “which wasn’t really a lie,” Eric added with a smile.

Knowing he didn’t want to leave the dealer empty handed, he had them pre-approve him for the required credit, but the next challenge was how to play it cool when he got there and not give away that he would be buying it.

Engine Research Solutions

Eric Simpson’s Supercharged 2015 Corvette Z06 “BLACK WIDOW” ■ Body & Paint: OEM black with red accent color. Paint match rear and side louvers, exposed carbon fiber roof top, rear carbon fiber diffuser, carbon side skirts and ZR1 wing. Laser LED side markers front and rear, rear diffuser light and red VMS front and rear tow hooks.

■ Chassis Modifications: Factory chassis.

■ Suspension: Viking performance dual valve coilovers front and rear. Powder coated red LG sway bars front and rear, LG adjustable end link kit and LG Motorsports 15” conversion drag kit.

■ Engine: LME 427 cast iron block 6.6 L8T, engine was assembled in part by Granger Performance and Eric Simpson. ARP studded, LME billet timing chain guide, Ktech billet oil pump , C5R timing chain, LME billet timing cover and billet valley cover. Toohighpsi 2-piece billet valve covers. LS3 front and rear seals, ATI damper and a Gates Green belt.

DOD (Displacement-on-Demand) & VVT (Variable Valve Timing) delete kit. A BTR special ZR1 billet camshaft cut for this build was used along with Johnson Linkbar lifters.

Rotating assembly consists of a Callies Magnum crankshaft, Boostline rods, Carrilo pistons, Mahle bearings and Mahle rings.

■ Cylinder Heads: Frankenstein Engine Dynamics ported heads 325cc. Fed LT4 cnc porting service, .700” dual springs w/Titanium retainers, Manley 1.590” exhaust valves, trunnion rocker upgrade and hardened pushrods.

■ Power Adder: Kong Performance ported Magnuson Magnum 2650 supercharger.

■ Induction & Fuel Delivery: Powder coated Cordes Performance 5 inch cold air intake.

Powder coated Toohighpsi billet lid.

Nick Williams 103mm throttle body.

Toohighpsi Port Injection Computer.

Toohighpsi LP port plate kit.

Fore innovations triple pump kit and fuel pressure regulator.

DSX flex fuel kit.

Fuel Injector Connection +30% LT4 primary injectors.

Toohighpsi 80lbs in-port plate kit.

Alky Control methanol injection.

■ Transmission: TREMEC TR-6070 7-speed manual transmission with Monster R Series triple disk clutch kit and Ultra lightweight aluminum flywheel. DSS heavy duty aluminum driveshaft.

■ Rear End: Factory.

■ Brakes: Carbon Ceramic Rotors and carbon front brake pads.

Wilwood 4 piston brake calipers.

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January 2024 | 25 Years Of RPM Magazine

■ Wheels: 18” Front Forgeline Motorsport Series GS1R. 18” Rear Forgeline Motorsport Series Beadlock GS1R. Tires depend on usage.

■ Interior: Tillet B5 carbon fiber seats with padding, with Planted Technology seat brackets.

Red carbon fiber steering wheel, Dragonfire Racing quick release mount, carbon fiber bezel, custom red and black door panels, dash, center console and red MGW shifter. RPM 4 point roll bar and H3R fire extinguisher, 2.5lb.

AEM wideband gauge in red carbon fiber mount behind radio screen, red anodized knobs.

■ ET & MPH: We have run the car at the dragstrip and at a ½-mile event. First time at the track on low boost we were just trying to get the car dialed in at the power level it's at, which with a stick is fun! Needless to say, I have experienced a lot of traction control issues. After more testing we did a ½ mile event late in October this year, the 2023 Texas Air Strip Attack where we went 174.83MPH, my goal is 200.

■ Most Unique Feature(s): The 427 cubic inch that is rated for 1800-plus HP! There are so many amazing features to take in when you look at Black Widow. It's so easy to get caught in a daze and get bit!

■ Reason For The Build: I was told I was nothing but a “shade tree mechanic” and that I would never have anything worth talking about. I built this car to prove the naysayers wrong. Plus, I’ve wanted to join the 200 mph club since I was in high school!

■ Build Timeline: I bought this car on September 16, 2019, and I started tearing into it on December 11, 2019, and I am still going! Nothing like Mo Powa Baby!

■ Most Memorable Experience: The most memorable experience I have with this car is getting invited to SEMA then getting accepted to compete in SEMA Battle of the Builders.

That was such a cool experience between the cars, the people, the experience and everything about it was a rush and an extremely busy week!

■ Thanks To: My Grandmother Gwendolyn M. Simmons for adopting me and being my rock while I battled cancer. My wife for her love and unconditional support .

Jr. Martinez and the Frankenstein Family.

Accelerated Racing Solutions Family.

Brian Tooley at Brian Tooley Racing.

Brian at Late Model Engines.

Andy Granger at Granger Performance.

After being told by the salesman that they were firm on the price and that if Eric didn’t want it, it would be sold within days anyway, Eric pointed out some paint issues and other cosmetics to try and gain some traction in his favor price wise.

The dealer encouraged Eric

to take it for a test drive with him and Eric basically let it hang from the parking lot all the way back! “We came out of the dealership like a bat out of hell and sideways banging through the gears and got to a 140mph so fast that I was hooked, and the salesman knew it.

www.rpmmag.com | January 2024

23

He told me we’d better head back before we got into trouble, and I agreed as we both laughed.” After Simpson apologized to the manager for leaving the lot so fast, he struck a deal, and while he really didn’t get a discount, they did look after the paint and cosmetics.

Now, Eric had to explain the deal to his wife. Jaeca started to catch on something was up during a call on the ride home so Eric told her to be ready to go when he got there. When he pulled up, her first words were “Whose car is this?” After a drive around the block, Jaeca asked again, and that’s when Eric broke the news, starting with the word “surprise!”.

“Needless to say she was not happy with me for a while.

American Racing Headers

That’s right, this Corvette is a 7-speed stick, which makes things interesting at this power level. Simpson rows the boat via a TREMEC TR-6070 7-speed manual transmission with Monster R Series triple disk clutch kit and Ultra lightweight aluminum flywheel.

24 January 2024 | 25 Years Of RPM Magazine

AFR: Air Flow Research TREMEC

www.rpmmag.com | January 2024

25

Jesel

26

Not sure if she’s ever really forgiven me but we got past the storm with flowers and some honey-dos.”

Within weeks, the Corvette saw headers and a complete exhaust, and Eric has been obsessed with finding as much horsepower as possible, along with creating a killer look, ever since. And he insists that

January 2024 | 25 Years Of RPM Magazine

even at over 1,800HP, he’s not done yet!

Functionality and aesthetic enhancements are plentiful throughout the car since the work began, but all were done to support the new power that would soon find its way between the rails of the already capable Vette, and create its identity as the “Black Widow”.

Tuned By Shane T

www.rpmmag.com | January 2024

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At the heart of the matter is an LME 427 cast iron block-based engine assembled in part by Granger Performance and Eric. The mill is filled with every part to make it live long and prosper on the street, strip and ½-mile events.

A Callies Magnum crankshaft rotates Boostline rods pinned to Carrilo pistons with Mahle rings. Heads are tricked-out Frankenstein Engine Dynamics ported 325s equipped with dual springs w/Titanium retainers, Manley 1.590” exhaust valves, trunnion rocker upgrade and hardened pushrods.

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January 2024 | 25 Years Of RPM Magazine

Eric with his loving and supportive wife Jaeca at a recent Texas Airstrip halfmile event. Even though Eric went against Jaeca’s wishes on buying the Corvette, she eventually forgave him after some flowers and honey-dos.

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Eric believes his Corvette is now the highest horsepower Magnuson 2650-equipped ride on the road, and he’s willing to prove it... if there are any takers!

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January 2024 | 25 Years Of RPM Magazine

Since the car was completed – Eric says he’s continually upgrading and adding to it – accomplishments have been plentiful, including being invited to SEMA as a display car and accepted into their Battle Of The Builders. By the way Eric, making the long haul on the open trailer is very cool! Track wise, it’s been hard to reel-in traction on the strip, but in the half-mile events Simpson has been sneaking up on his 200MPH goal by adding power a little at a time, and as of October he was sitting at 174.83MPH.

RAM Clutches

www.rpmmag.com | January 2024

31

BEFORE

AFTER

32

January 2024 | 25 Years Of RPM Magazine

This series of photos shows just how drastic was the transformation of stock 2015 Z06 to Black Widow.

A Kong Performance ported Magnuson Magnum 2650 supercharger tops things off and Eric believes his Corvette is now the highest horsepower Magnuson 2650-equipped ride on the road, and he’s willing to prove it if there are any takers! And the fact that Simpson’s car is a 7-speed stick, makes things that much more interesting!

This has not been an easy build for Simpson – the motor has been in out a number of

times – but the end result was worth the time and money when Eric was invited to be part of SEMA and accepted to be in their Battle Of The Builders.

“This car was literally stock everything and is now completely modified since 2019. It has not been easy, but figuring out how to make a lot of components work together the right way and to get what I need out of every single part has been a beautiful puzzle!” www.rpmmag.com | January 2024

33

Gary Houghtaling’s 1964 Ford Falcon X275 From the pages of RPM Magazine, July, 2017

, Gary Houghtaling s twin turbo 1964 Falcon is entirely awesome!

W

e are always on the hunt for wicked, high-horsepower, feature-worthy street machines and doorslammer drag cars. There are several things that really set some cars apart, though. A cool family backstory is always helpful, as is an owner who is involved in the build. Toss in an off-the-beaten path body style and, of course, quality craftsmanship, and you’ve got all the makings of a slam dunk, sure-fire RPM feature car. Pawling, New York welder and fabricator Gary Houghtaling didn’t realize it when he was building this gorgeous 1964 Ford Falcon Futura hardtop, but he managed to check each and every one of those boxes during the 13-year-long story that is his Ford.

“My most memorable experience in the car was back in 2010—before I really even built it—when my brother rode shotgun,” Houghtaling recalled somberly. Sadly, Carl, Jr. passed in 2011, prompting the thought to get the car back again for a full-blown tribute build. “He had wanted to buy the car at one point, so I figured I would get it back and do a build on his behalf,” he added.

34 January 2024 | 25 Years Of RPM Magazine

Photos: Gina Mitchell

The consummate do-it-yourselfer, Gary handled all the prep himself, massaged the almost-all steel body adeptly before spraying it with a stop-you-in-your-tracks Ford Race Red DuPont basecoat and Genrock Ultra Pro clearcoat.

www.rpmmag.com | January 2024

35

The first step was to get a four-digit Ford small block built and ready. Houghtaling tapped Danbury Competition Engine’s Joe Lapine to help him piece together a bulletproof, balanced and blueprinted 351 iron block punched out to a roomier 438 cubes

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January 2024 | 25 Years Of RPM Magazine

Chassis Type & Mods:

Stock chassis with owner-installed chromoly 12-point cage and subframe connectors.

Suspension & Brakes:

FRONT: Rod & Custom 2-inch drop spindles with QA1 coilovers.

Wilwood 13.5-inch disc brakes with 6-piston calipers.

REAR: Calvert split mono leafs with CalTrac bars. Competition Engineering 3-way adjustable shocks. Wilwood 11-inch disc brakes with 4-piston calipers.

Body & Paint:

All steel body except for GlassTek fiberglass hood with Sunoco-style scoop. Ed Quay rear wing designed by owner. Owner prepped and painted. DuPont Ford Race Red with Genrock Ultra Pro clear.

Engine:

438 ci Ford assembled by Joe Lepine of Danbury Competition Engines, Danbury CT. Balanced and blueprinted 4.180 bore/4.00 stroke. Callies crank with Wiseco 8.5:1 pistons on Crower H-beam rods. Ultradyne cam with Crower solid roller lifters. Air Flow Research 220 aluminum heads with T&D shaft-mount rockers. Edelbrock Super Victor intake. 7-quart oil pan with Melling high-volume oil pump. Mezeire electric water pump and Griffin aluminum radiator. Ford Racing polished aluminum valve covers and polished Wilson elbow. K&N cone air filters.

Induction and Power Adder:

Twin Precision Turbo 76mm turbos with air-to-air intercooler.

Aeromotive Pro Series fuel pump. XFI 2.0 efi system with Injector Dynamics ID2000 flow-matched injectors. 105 mm AccuFab throttle body.

Electronics & Ignition:

MSD 7AL-2 box with MSD Pro Billet distributor and MSD plug wires.

Exhaust:

Owner-built 1 7/8-inch stainless headers with 3.5-inch exhaust and Borla mufflers.

Transmission:

TH400 with reverse manual valve body assembled by Shawn at Dynamic Converters. 10-inch 4,500 rpm stall converter and JW Wheel SFI-rated flexplate. PST aluminum driveshaft.

Differential:

Owner-built Ford 9-inch rearend with Strange 40-spline axles and Richmond 3.50 gears.

Tires & Wheels:

FRONT: 17x4 Weld Racing Aluma Star wheels with 26x7.5-15inch Hoosier tires.

REAR: 15x12 Weld Racing RTS beadlocked wheels with 275/6015 Mickey Thompson Pro Drag Radial tires.

Performance:

1,477@7,300 rpm and 1364 ft./lbs. @6,900 rpm to the rear wheels.

5.60 at 137 mph in the eighth-mile on low boost. “Got kicked off the track since at that time, the chassis wasn’t certified.” www.rpmmag.com | January 2024

37

True to form, Gary opted to do handle the interior himself. A pair of leather-wrapped Shelby buckets add style and comfort, while G-Force 5-point harnesses add safety. A full complement of Carbon Fiber series gauges have been dash-mounted and a leather-wrapped steering wheel has been paired with a Cheetah SCS shifter to provide driver input to the classic Ford.

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January 2024 | 25 Years Of RPM Magazine

The fast Ford Falcon is a fitting tribute for a brother taken too soon, nearly completely owner-built in his home shop. Houghtaling is quick to credit buddies Kenny Wallace who helped prep the roll cage for paint and Allen Strag who helped on various tasks like taping for paint. “I made every attempt to do the

work complete, start to finish,” he said.

Hesitant to farm work out to others, the self-taught fabricator estimates that 90% of the build is his work.

So does the feature boast a unique backstory, a unique body style, tons of power, and quality fit and finish? Yes. All of the above.

www.rpmmag.com | January 2024

39

Story: George Pich Photos: Jerry Garrison

By definition, a gremlin is ‘a mischievous folkloric creature invented at the beginning of the 20th century’.

friend (a Mogwai), that multiplies uncontrollably when wet and turns into an evil Gremlin when fed after midnight. In short, Gremlins caused havoc, much like the wicked grudge/ no-time 1971 AMC Gremlin of Edward Ybarra.

Gremlins are one of those cars; American Motors' definition was 'a pal to its friends and an an acquired taste let’s say. They ogre to its enemies,' a definition were sturdy, compact, inexpenthat Hollywood capitalized on sive and sold over 650,000 units with their movies, depicting the during a single generation that tiny beast as a cute furry little ran from 1970 to 1978.

42 January 2024 | 25 Years Of RPM Magazine

There’s just something about the AMC Gremlin, but they are definitely an acquired taste. Weight wise, they came from the factory at a svelte 2,600 pounds, and Edward has lightened his up as much as possible. So if you understand that in drag racing lighter (usually) equals quicker, and you happen to know this compact has a sprayed big block, then you know to take this little monster seriously!

Lentech Automatics

RM Racing Lubricants

www.rpmmag.com | January 2024

43

44 January 2024 | 25 Years Of RPM Magazine

The car debuted to mixed reviews with regards to its “fresh” appearance (which was too fresh for some), but a few of its design concepts were used by other manufacturers for years afterwards.

It wasn’t long,

however, before street and strip racers noticed the Gremlin for just how solid and strong it was, let alone light at just over 2,600lbs, plus, there was more than enough room to squeeze a V8 under the hood!

RPM Subscribe

www.rpmmag.com | January 2024

45

“I Ain’t Scared” The freshly rebuilt Gremlin of Edward Ybarra packs some serious attitude and should not be underestimated!

46 January 2024 | 25 Years Of RPM Magazine

After a serious wreck, the Gremlin needed to be completely reskinned. High-end single stage yacht paint was used for the yellow and single stage auto paint from Meza paint was used for accents.

The rear wheel openings are moved back about 2 inches and the front are moved forward about 7 inches.

The Gremlin would eventually see Pro Stock competition in Drag Racing with a 401 mill and the body would be used by stock car racers on paved and dirt ovals.

Ybarra had older brothers that were into cars and racing, and the oldest of them worked at a

small town junkyard near their home in Arizona. He started bringing carburetors home and saw that his 5 year old brother took an interest in them, so he brought some tools home too, and sure enough Edward was taking carbs apart and putting them back together at 5 years old!

Holeshot Performance Wheels Vortech

www.rpmmag.com | January 2024

47

48 January 2024 | 25 Years Of RPM Magazine

Back then, an old abandoned airfield near Buckeye AZ that was later named “Froggy Bottom” (after the bar across its entrance) would be the spot where people would gather to race and Edward’s brothers would take him on Sundays to be part of the action. “Those days were different,” recalls Ybarra, “I remember the Highway Patrol being there one day doing driving training and when they were leaving they came on their PA and said ‘have a good time boys’ and everyone drove in and had a day of racing. I was watching arm-drop and grudge racing at a very young age, and it's been in my blood ever since.”

Fast forward to 2010 and Edward would take a liking to, of all things, an AMC Gremlin sitting in a friend’s driveway. “I went to see how a friend of mine that crashed his racecar was doing, and when I pulled up to his house, sitting in the driveway was

RPM Video Extra

www.rpmmag.com | January 2024

49

the Gremlin,” he explained. “I checked out what was left of his car and then went right back to the Gremlin. I started looking it over and asked if he wanted to sell it. He said sure, but it needed a starter. We popped the hood and there sat the 6cyl. I opened the door and checked the tag and the production date turned out to be the same as my birth month and year. I told him it must be a sign 50

and he sold me the car for 500 bucks!” After installing a fresh starter, Ybarra drove it home with one drum brake working, and with a little TLC and few bucks he would end up daily driving the blue-with-spots of primer Gremlin for the next 5 years.

Edward started collecting parts to someday restore the body and modify the car and eventually decided to pull it off the road.

January 2024 | 25 Years Of RPM Magazine

Induction Solutions

With such a lightweight car, there was no way Ybarra was going to limit himself in the power department...

A big block Chevy with a non-disclosed final displacement fills the real estate under the hood of Gremlin. It’s built to make some serious power, but the wildest part is the Speedmaster EFI with downdraft stacks, oh, and of course, the 2 NOS Fogger nitrous kits plumbed in for good measure.

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RPM Subscribe

THE WORLD OF EXTREME HORSEPOWER IS A CLICK AWAY

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January 2024 | 25 Years Of RPM Magazine

“One day I pulled it into my friend's shop and 14 months later I was doing test hits on the street behind the shop on a Sunday morning!”

After a number of iterations, the Gremlin is now a total grudge/no-time drag car with chromoly tube chassis. And if you look closely, you might notice something is a bit “off ”. Rest assured it’s not your aging eyes, in fact, the rear wheel wells have been moved back approximately 2 inches and the fronts forward approximately 7 inches. Getting every inch more over that original short wheelbase is important in the drag race game, but that’s still no guarantee the car won’t have a mind of its own with a seton-kill tune in it.

From the body, paint and full aluminum interior, all the way to the motor and power adder, Edward has kept things fairly simple, serviceable and focused on one main goal…to win!

But winning sometimes comes at a cost. The first mishap came during at an arm-drop event when the car, previously only pulling the front hoops a few inches, stood on its rear bumper after a new nitrous controller was installed.

Browell Bellhousings

Magnaflow

VFN Fiberglass Inc.

www.rpmmag.com | January 2024

53

Edward Ybarra’s Nitrous Big Block Grudge/ No-Time 1971 AMC Gremlin ■ Body & Paint: High-end signal stage yacht paint for the yellow and single stage auto paint from Meza paint. The rear wheel openings are moved back about 2 inches and the front are moved forward about 7 inches. It has been lightened up as much as possible.

■ Chassis Modifications: Full square tube chassis with chromoly cage.

■ Suspension: Strange strut front end, 4-link rear with coilovers.

■ Engine: Factory 454 GM block from a 1972 motorhome. Billet main caps. Manley stroker crank, Wiseco Boost rods, JE pistons.

■ Cylinder Heads: Edelbrock RPM NHRA Stock/Super Stock heads, comp steel rockers, Howards springs, Manley pushrods.

■ Induction & Fuel Delivery: Speedmaster EFI with downdraft stacks, FuelTech 600.

■ Power Adder: 2 NOS Fogger dry kits.

■ Transmission: Powerglide with Transmission Specialties case and Dalenzie 4500 stall converter.

■ Rear: 9 inch with 35 spline axles, TDS center section, 4.11 gears and spool.

54 January 2024 | 25 Years Of RPM Magazine

■ Tires & Wheels: Billet Specialties wheels, Hoosier rear tires, Nexen front tires.

■ Interior: All aluminum interior, quick release steering wheel, Fueltech 600 dash, Cheetah shifter, fire suppression system and race seat with Autopower belts.

■ ET & MPH: No-Time car.

■ Most Unique Feature(s): EFI stacks on a big block with 2 stages in a Gremlin!

■ Reason For The Build: Everyone has a Nova, Mustang or Camaro and a bunch more you can list, but there’s not very many Gremlins out there.

■ Build Timeline: The first time 14 months, this time around about 3 years.

■ Most Memorable Experience To Date: Getting to hang out with Jay Leno.

■ Thanks To: Steve Beck Sr. for the paint and body work, Tim Knight for the Tig work and Mitchell Cogswell for the helping hand.

SPEEDTube TV

www.rpmmag.com | January 2024

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Less is more!

The Spartan interior is dedicated to keeping Ybarra safe and winning races with its maze-like cage, lightweight aluminum panels and minimal equipment. A shifter, nitrous bottle, a few switches and overhead panel are joined by the fire system and wiring panel located on the passenger side firewall. The FT600 dash interface takes care of tracking vital signs along with twin O2 displays, one for each bank.

Canton Racing Products

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January 2024 | 25 Years Of RPM Magazine

There was a bunch of damage but Ybarra was able to get it ready for Wrench Wars a month later, and although not pretty with one fender and the back pretty beat up, he won the event. Then, for the

Jay Leno's Garage TV show he was given 35 days more to repair the car for a grudge race against a Pacer and was still installing the quarter windows at the track the day of the taping.

Design Engineering

www.rpmmag.com | January 2024

57

My passenger is a gas!

A single bright blue nitrous bottle sits in place of a passenger seat and Edward went with an aluminum interior to get the car even lighter.

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January 2024 | 25 Years Of RPM Magazine

The second and more serious incident came during testing for a Nitro Nite; “I was running a Mustang II front suspension and when I went through the light and hit the brakes the steering rack broke sending me into the guardrail at 134 mph. I ended upside down on fire with the doors stuck and kicked out the wind-

shield to get out. A piece of the rack was found about 100 feet before the hit on the wall.”

The chassis survived but the car had to be totally re-skinned and the front was also changed over to a strut setup. Out back, a 4-link/coilover suspends a 9-inch with 35 spline axles, TDS center section, spool and 4.11 gears.

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VPRacingFuels.com/SpeedSauce www.rpmmag.com | January 2024

59

The thing about No-Time and Grudge racing is, when your opponent doesn’t know the capabilities of your car, the playing field is suddenly levelled – both drivers have to cut a light and go all out or they run the risk of underestimating their opponent and losing the battle. So power wise, Edward decided to go big cubes in the compact car.

Starting with a Chevy 454 block from a 1972 motorhome, a forged Manley stroker crank is held in place by billet main

caps and spins Wiseco Boost rods pinned to a set of very serious nitrous-spec JE pistons. Exact compression ratio was not something Edward cared to share, along with cam specs, of course.

Edelbrock RPM NHRA Stock/Super Stock heads were studded in place and the induction system is impressive to say the least, and not something you will see very often. Ybarra chose a Speedmaster downdraft electronic fuel injection system controlled by a FuelTech 600.

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January 2024 | 25 Years Of RPM Magazine

More than meets the eye...

The low stance is the first indicator that this is no ordinary Gremlin. Thanks to a chromoly tube chassis, strut front end and 4-link/coilover rear the car sits low and the suspension is tuneable for any scenario. A fabricated 9-inch housing is filled with 35 spline axles, a TDS center section, 4.11 gears and spool.

RPM Subscribe

Billet Specialties

www.rpmmag.com | January 2024

61

Derale

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62

January 2024 | 25 Years Of RPM Magazine

Take no prisoners!

And when the hood comes off, the wow-factor continues with two NOS Fogger kits plumbed into the mix. Backing the sprayed big block is a Transmission Specialties-cased Powerglide with Dalenzie 4500 stall converter.

The exact amount of nitrous being sprayed into the big block is also a close

guarded secret, but rest assured the combination is more than capable and Edward wins races.

Like we said, Gremlins are definitely an acquired taste, but make no mistake, Edward Ybarra’s fuel injected, nitrous sipping little compact will cause as much havoc as possible, and take no prisoners doing it!

www.rpmmag.com | January 2024

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Story: Jack Dubois Photos: Robert Richard

Alan Whitaker’s killer 1972 “I was at a stop light in Whiteland IN. with my father at the age of 11 Chevrolet Monte Carlo is when a 1970-72 Monte Carlo blue with black vinyl top and rally wheels a street car through and pulled up. I told my father that through, and it’s also the car was the car I wanted when I’m old enough to drive,” explained Whitahe dreamed of owning since ker. Alan wasn’t kidding when he told his dad that he would have a 1st he was just 11 years old. Gen Monte Carlo, as just six years

Neal Chance Converters

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January 2024 | 25 Years Of RPM Magazine

later, while riding on a school bus, he spotted a green Monte on a used car lot. He managed to get back to the lot before the car was sold and when he saw it was in mint condition, with the help of his dad Ray, he handed over the $2,200 the dealer wanted and drove it home. “I’m still in love with my car 37 years later!” he added.

www.rpmmag.com | January 2024

67

Bill Mitchell Products

68

Ray not only helped Alan buy the Monte, but was also a big influence on his love of fast cars. Throughout his childhood, Alan would watch his dad work on cars and race his 1957 Corvette. Even today, at the age of 91, Ray still has that ’57 Corvette and takes an interest in Alan’s Monte.

Influences towards fast cars went beyond his home life for

January 2024 | 25 Years Of RPM Magazine

Alan as he was close friends with Billy Glidden, son of NHRA World Champion Bob Glidden. Billy grew up in drag racing and it was natural for Whitaker and Glidden to hang out the racetrack regularly.

Billy would become a successful drag racer and builder himself, and his influence on Alan continues today.

Factory trim, and there’s lots of it, is in perfect condition and bodywork to accommodate the front fender exits was expertly performed, with custom stainless trim finishing them off nicely.

Vortech

www.rpmmag.com | January 2024

69

...I’m still in love with my car...

37 years later...!

ALAN WHITAKER

Alan bought his Monte Carlo (which he calls “Greenie”) with the help of his dad at just 17 years old and has had it ever since. It took 12 years to build it into this most recent creation.

The body on the car remains original steel aside from the hood and wing, and it is as straight (or better) as the day it rolled off the assembly line.

“I worked on dump trucks at my father’s shop then would help Billy with his race car after work,” recalled Whitaker.

“And ‘Greenie’ (Alan’s Monte Carlo) was always getting updated and fine tuned into what we have today.”

When he bought it, the big body Bowtie was modestly op-

tioned with a green bench seat interior and 350-inch two-barrel carb motor for power. Even though the car was in such nice shape, an eager 17 year old Whitaker was looking for everything he could to upgrade it, frequenting junk yards looking for things like bucket seats and other factory options.

AED Competition Callies Performance Products

70

January 2024 | 25 Years Of RPM Magazine

What’s Old Is New if you haven’t read it yet!

Over the coming months we will be hosting 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!

KEEP UP TO DATE ON THE LATEST IN HARDCORE HORSEPOWER...SUBSCRIBE!

E3 Spark Plugs PBM Performance Products

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January 2024 | 25 Years Of RPM Magazine

Kinsler Fuel Injection

The car went through various engine progressions as well, starting with a built small block Chevy and then a big block. Whitaker would step up his game again to a 502 crate motor for NMCA competition, but one thing remained constant, the Monte was always a street car, and Alan insists it always will be, even running solid 7-second quarter mile hits.

The body on the car remains mostly original steel aside from the hood and wing, and it is as straight as the day it rolled off the assembly line. The factory floor and full factory frame remain as well, and Greg Risk RaceCraft of Indianapolis built the 25.3-certified roll cage and did the required chassis upgrades around the complete stock frame and floor.

Ian Hill Racing

www.rpmmag.com | January 2024

73

The 60s and 70s were the heyday of the Big 3’s big bodied creations and the 1st Gen Monte Carlo was considered to be an A-Body intermediate chassis from GM. It’s long sleek lines were an instant hit and before long they started popping up on streets and drag strips with built small blocks and, due to the room under the hood, even big block setups. It was only a matter of time before nitrous oxide and other power adders followed, leading to ultimate street/strip builds like Alan Whitaker's ’72.

All factory trim, and there’s lots of it, remains in perfect condition and bodywork to accommodate the front fender exhaust exits was expertly performed, with custom stainless trim finishing them off nicely.

74

V Series wheels are skinned with Mickey Thompson S/R street tires up front and M/T Pro Bracket Radial 29.5x10.5x15s out back that are tucked nicely into the rear wheel wells, adding to the car’s perfect stance.

January 2024 | 25 Years Of RPM Magazine

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Stepping into the Monte Carlo is like going back in time, aside from the cage and race parts, of course. Alan’s goal was to keep the interior as factory-appearing as possible, including the dash, instrument cluster, console, all of the trim and even the steering wheel.

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January 2024 | 25 Years Of RPM Magazine

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A Holley 6.86 Pro Dash, race shifter and fire system were added among other items to get the car down the drag strip and keep the driver safe while doing it. The Monte is also equipped with power windows and door locks, and even the full rear seat was retained.

Meziere Enterprises

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This car runs 7.48's in the 1/4 mile!

The Monte Carlo’s interior retains as much factory equipment as possible, but a number of items were added for the business of drag racing at this level. At some point in the car’s life it was changed to a black bucket seat combination, and it is in flawless condition. That 25.3 cage surrounding Alan incorpo-

rates a funny car style hoop around the driver and is painted to match with carbon overlays on the side door bars to protect the finish. Alan kept the complete factory dash, instrument cluster, console and steering wheel and added a Holley 6.86 Pro Dash, Precision Performance Products shifter and fire system.

GRP Connecting Rods

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Joe Van O

PRW - USA

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RCD Engineering

...I just wanted an up-to-date, fun, fast street car with obscene power...!

ALAN WHITAKER

Turbo plumbing and installation was performed by Greg Risk RaceCraft of Indianapolis and the results are impressive to say the least. If you didn’t know better it could pass as a factory-ordered option. Of course, if you told someone in 1972 that their new Monte Carlo would have 572 cubic inches of twin turbo big block power cable of 7.40 quarter mile times and be street driven, you’d be mocked and possibly jailed!

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81

The car is also equipped with power windows and door locks, and, given the size of the factory wheel wells and the fact that the OEM frame was used, even the rear seat was retained!

A factory style 4-bar setup with aftermarket bars, coilovers and anti-roll bar suspends a fully fab-

ricated Merillat Racing housing filled with a Mark Williams 9.5inch center section, 40-spline gun-drilled axles, 3.50 gears and was built by Indy Gear’s Wayne Henderson. Front suspension was updated to a strut design with custom lower a-arms and rack and pinion steering.

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A Steve Morris Engines 572 CID SMX billet big block now sits between the rails, and if that’s not enough, it’s accompanied by twin Precision 94 mm Pro Mod turbochargers for good measure.

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83

A factory style 4-bar setup with aftermarket bars, coilovers and anti-roll bar suspends a fully fabricated Merillat Racing housing filled with a Mark Williams 9.5-inch center section, 40-spline gun-drilled axles, 3.50 gears and was built

by Indy Gear’s Wayne Henderson.

Alan Whitaker’s Turbocharger Big Block Street/Strip 1972 Monte Carlo ■ Body & Paint: Paul Winkler Body Shop.

■ Chassis & Suspension: Greg Risk RaceCraft of Indianapolis Indiana built the 25.3 roll cage and chassis around the complete stock frame and stock floor in the car. Rear suspension is a GM 4-bar design with Afco coilovers valved by Menscer Motorsports and Merillat Racing upper and lower torque boxes. Lowdollar Motorsports shock sensors. Front is Afco struts with Jerry Haas upper adjustable strut cups. Custom lower a-arms by Greg Risk Racecraft, rack and pinion steering.

■ Engine: Steve Morris Engines 572 CID SMX billet big block. Callies crankshaft, Diamond pistons and MGP rods. Steve Morris custom camshaft and Bullet solid roller lifters.

■ Cylinder Heads: SMX Billet Heads, Manton rockers, PAC 1.500 springs, Manton ½” pushrods.

■ Induction & Fuel Delivery: SMX Shaun’s Custom Alloy billet intake. 24 injectors. Mechanical fuel pump for methanol and 3.5 GPH gasoline in-tank pump for street driving.

■ Electronics: Holley EFI Dominator, MSD Pro 600, Race Pack Smart Wire. All Wired and Plumbing by HCR Innovation Devin Vanderhoof.

■ Power Adder: Twin Precision 94 mm Pro Mod turbos and 66mm Precision wastegates. Greg Risk-built hot and cold sides and turbo install.

■ Transmission: Rossler Pro Mod Super Max Turbo 400, Neal Chance stainless steel bolt-together converter.

84 January 2024 | 25 Years Of RPM Magazine

■ Rear End: Merillat Racing housing, Mark Williams 9.5-inch center section with 40-spline gun-drilled axles, 3.50 gears, built by Indy Gear’s Wayne Henderson.

■ Tires & Wheels: Weld V series wheels with Mickey Thompson S/R front street tires and M/T Pro Bracket Radial 29.5x10.5x15 rears.

■ Interior: Factory black interior. All stock steering wheel, console, front and rear seats, power locks and windows. Holley 6.86 Pro Dash, Precision Performance Products shifter. Firefox fire safety system.

■ ET & MPH : 1/4-mile best is 7.48ET @ 194.94MPH to date.

■ Most Unique Feature(s): It is 100% a street car. Period! It is a complete car with as much factory equipment kept as possible. It has the stock interior, floor, full factory frame and body, power windows and locks with 25.3 chassis.

■ Reason For The Build: I just wanted an up to date, fun, fast stree tcar with obscene power.

■ Most Memorable Experience To Date: My first Super Chevy Show in 1987.

■ Thanks To: Greg Risk went above the goal in engineering and fabrication. Steve Morris Engines, the whole Family and crew help anyway they can. Devin Vanderhoof for tuning, wiring, plumbing and great guidance. Donna Lewis my fiancé and co-pilot. Alayna Patrick my daughter and my mini me. Billy Glidden for all the help all these years. My Dad, Ray Whitaker for buying me the car and all his support and experience.

When it came to power, Whitaker knew what he wanted; “I just wanted an upto-date, fun, fast street car with obscene power!” and he went on the hunt for something that would take the Monte to the next level, and

well beyond.

A Steve Morris Engines 572 CID SMX billet big block now sits between the rails, and if that’s not enough, it’s accompanied by twin Precision 94 mm Pro Mod turbos for good measure.

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85

Whitaker regularly street drives the car as permitted by an Indiana climate, and as of this writing he has piloted the Monte to a best ¼-mile elapsed time of 7.48 at over 194 miles per hour. And that’s something 11 year old Alan Whitaker and his dad could have only dreamed of!

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A Callies crank with Diamond pistons and MGP rods spin inside the jewel-like billet aluminum block that is topped with matching SMX billet cylinder heads and a Shaun’s Custom Alloy billet intake. Twenty four injectors work with two fuels systems; a mechanical drive pump for

race methanol and a 3.5 GPH pump located in the tank for street driving.

As you can guess, a serious transmission was needed to back up this level of power and Alan chose a Rossler Pro Mod Super Max Turbo 400 with Neal Chance stainless steel bolt together converter.

Misener Motorsports

Moser Engineering

moserengineering.com

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AJE Racing

Alan Whitaker with his Co-pilot and fiancé Donna Lewis.

All in, from the time when Alan took the Monte Carlo off the road to start this build, it took a total of 12 years to get to this point. Long delays for work and parts, not to mention life getting in the way now and then prolonged the project, but Alan is first to admit the results were well worth every minute of it. Whitaker regularly street drives the car as permitted by an Indiana climate, and as of this writing he has piloted the Monte to a best ¼-mile elapsed time of 7.48 at over 194 miles per hour. And that’s something 11 year old Alan Whitaker and his dad could have only dreamed of! www.rpmmag.com | January 2024

89

Article By Vince Roman: Burns Stainless

Welding Exhaust Systems – Part 4

Flange/Exhaust Port Interface So we are now finally ready to weld. Well, no, not quite.

In the past three articles we have discussed various welding techniques, tube fitment and backpurging. As you can see, the key to a proper header build is attention to the details.

In this instalment, we will discuss the proper treatment of the flange/exhaust port interface as this is a critical point and can make big differences in header performance. One of the most critical areas of concern in an exhaust header is the treatment of the exhaust port/header interface (Figure 1).

Figure 1

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January 2024 | 25 Years Of RPM Magazine

While working with Carobu Engineering LLC, we performed dyno testing on a Ferrari 3.0l, V-8 street engine as documented in Forza, October 2003 (Issue 48). During the tuning process we noted that the stock exhaust header inside diameter was slightly smaller than the exhaust port of the engine. With no other changes, except simply “porting” the exhaust header using a conventional die grinder, dyno tests showed approximately a 4 hp gain in peak power from 231hp to 235 hp. The smaller pipe formed a “dam” to exhaust flow resulting in flow-loss and reduced power.

This test proved to me how critical this area is to the performance of a header.

So, when fitting the header pipe at the head, it is critical that the exhaust pipe be either “port-fit,” or slightly larger (0.030” or less) than the exhaust port for proper flow. The top of the port is the most critical section as this is typically the place of highest gas velocity during blowdown. It is best that the header tube be oriented parallel to the top of the port. Also, we prefer that the transition from the port to the primary tube be as smooth as possible over at least the top 90 degrees. Some header builders prefer the “step” at the port, reasoning that the step will minimize back-flow or reversion. If this method is employed, the step should only be used at the bottom of the port.

In some cases we find that the exhaust port is larger than needed (usually over-zealous head-porters). Calvin

from Elston Exhaust maintains that an area reduction of as much as 12% (sometimes more) can be had at the port in order to improve header scavenging. It is imperative that the transition from the port to the smaller tube is gentle, tapering over at least 1” length, and that there is no “wall” at the port. Also, you must be sure that the port is in-fact too large. Burns Stainless uses the X-design program as a guide for the expected size of the port.

Figure 3

Figure 2

On the back-side of the flange, Jack prefers to weld/braze the joint utilizing a silicone-bronze filler rod (Figure 3 Courtesy of CPR Fabrication). This technique has been successfully used in NASCAR Cup headers for many years.

The lower welding temperature of this process makes it less likely to over penetrate. In addition, the softer bronze metal gives the weld joint some resilience helping absorb the vibrational energy transmitted from the engine and chassis.

And finally, the smooth golden appearance of the silicone bronze gives the header a beautifully detailed look.

In short, it’s important to understand your Flange/Exhaust Port Interface before you start to weld any exhaust system, and this is an area that is often overlooked. Be sure The technique used to attach the primary tube to the head to catch our final instalment where we will discuss welding flange is important from a mechanical standpoint, as this is techniques and help you achieve that "Burns-look." a likely area for metal failure. Stress-risers should be avoidSource: Burns Stainless ed at all costs as they are a sure lead to pre-mature failures.

A common mistake made by header builders, especially Click on the with thin-gage tubes, is when welding on the backside of a flange, too much penetration is used. The penetration re- image(s) to follow sults in a discontinuity in the tube that can lead to a stress the series from fracture. Jack Burns prefers to use a head flange that has a through-hole (Figure 2) the general shape of the port and the beginning slightly larger than the port (about 1-tubewall thickness around). Using the flange as a guide, he then shapes the header tube to the shape of flange. With the tube pushed all the way through the flange, he welds the tube to the flange from the head-side of the flange. There is little danger of too much weld penetration so a strong weld can be made.

After the tube is welded, the entry into the header tube can be “ported” to match the port as discussed above. www.rpmmag.com | January 2024

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Story: George Pich Photos: Blake Farnan

hen Vincent Fragomeni says “I’ve been into muscle cars since the day I was born,” he’s not really stretching the truth all that much, since his parents brought him home from the hospital after he was born in a 1972 440 Plymouth Satellite. Vincent describes his life of cars and horsepower as “snowballing” from there.

His parents have a picture of him at under a year old sitting on the engine of his dad’s 1964 Dodge Polara drag car, and he was already behind the wheel of a go-kart at the age of 4, racing them until he was 12. This early race experience gave Vincent many skills he would carry through his involvement in other motorsports, mainly a keen track awareness.

 Almost 2 tons of love! The car measures 17 ½ feet long and from the factory weighed just shy, or just over 4,000 pounds, depending on options. This particular wagon was ordered as a 383 big block, 9-seater with air conditioning.

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Burns Stainless

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ACC Performance

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...the first time we started up the dragster I was instantly hooked...!

Vincent Fragomeni

At 6 he was helping his dad Domenic build a show quality 1968 Camaro SS 396 4 speed car. This hands-on experience would continue throughout his childhood and teens years with everything from a 1969 Cutlass convertible, to various Volkswagens and then back to a Mopar with a 1967 Dodge Charger big block A/C car built for his mother. Now, at 27, Vincent has been campaigning his own hot rod in the form of a 1969 Dodge Coronet Station Wagon.

By 2018, Domenic wanted to get back into some form of racing with Vincent. At the time, Domenic was working with Keith McKellar who runs a blown big block Mopar Top Dragster and just happen to be looking for a new crewman, and Vincent took up the challenge.

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“Keith brought me down to a well-known Mopar engine builder in Ohio, Koffel’s Place, in January of 2019 to help work on the engine. The first time we started up the dragster I was instantly hooked! I immediate-

ly started looking for a drag car of my own.” Vincent explained. There was no doubt in his mind that he would be racing a Mopar, and a few months later Domenic asked him how he would feel about racing a sta-

tion wagon. “I was more than willing as I had always loved wagons, so he showed me an ad for 1969 Dodge Coronet wagon that checked all the boxes and it was in our home province of Ontario!”

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This 17.5 foot Mopar wagon is All motor baby!

Lentech Automatics

The car started out life in Arizona as a big block 383 A/C, 9-seater that was surprisingly ordered without a roof rack. It came to Canada in 2000 and was transformed into a drag car after which it changed hands a few times before the Frag102 January 2024 | 25 Years Of RPM Magazine

omenis got their hands on it. It had a top quality restoration recently completed and was painted in PB7 Blue with a matte black 6-Pack hood. The car was being sold as a roller, with the engine and transmission available separately.

 The car originated in Arizona and was exported to Canada in 2000, meaning it was virtually rust free. A mild body restoration was completed sometime around 2015 and the car was painted Dodge PB7 Blue with matte black composite 6 Pack style hood.

Baer Brakes

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Domenic and Vincent snapped up the rolling chassis and opted for the transmission as well, but they already had plans for a motor.

Much of the interior was carefully removed to allow for a 10-point cage, race seats etc. to be installed and select factory parts such as the dash and console were reinstalled following the work to maintain that 60s Mopar vibe.

Ian Hill Racing

104 January 2024 | 25 Years Of RPM Magazine

 With no power adder, the real estate under the hood is clutter-free and in true Mopar fashion, the inner fenders, which incorporates the shock mounts and frame, were painted to match the exterior.

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105

 It takes a lot to get 3,900+pounds rolling and Vincent chose a Koffel’s Place-built 512-inch Mopar mill.

Vincent Fragomeni’s 1969 Dodge Coronet Station Wagon ■ Body & Paint: Original Arizona car with restored all steel body and composite 6 Pack style hood. Painted Dodge PB7 Blue.

■ Chassis Modifications: Factory with frame connected and 10 point cage.

■ Suspension: Front suspension is stock style torsion bars with AFCO BNC valved double adjustable shocks and travel limiters. Rear is leaf spring suspension using Assassin bars, split mono leaf, QA1 double adjustable shocks and Ken Keir wheelie bar.

■ Engine: Koffel’s Place built. Factory cast iron low deck 400 block, .030 over bore, 512 cubic inch. Koffel’s B1 original cylinder heads, Harland Sharp 1.7 rockers, 2.30 intake valves, 1.78 exhaust valve. DRE engine diaper.

■ Rotating Assembly: 440 forged crank, 4.250 stroke, Summit I-beam rods and Icon B1 pistons, 13.5:1 compression.

■ Induction & Fuel Delivery: Cast ported B1 intake manifold with Holley 1050 Dominator carburetor.

■ Power Adder: All motor.

■ Transmission: TorqueFlite 727 3 speed, 4500 stall, CRT transbrake with low band apply and clean neutral.

■ Rear Differential: Strange S60 (Dana 60), 4.56 with a spool, Bear’s axles.

■ Tires & Wheels: Weld Pro Stars on all 4 Front tires are Mickey Thompson front runners 26.0/4.0-15 and rear tires are Mickey ET slicks 29.5/11.5-15.

106 January 2024 | 25 Years Of RPM Magazine

■ Interior: Ultimate 3 tach, fuel pressure, water temp, oil pressure, trans temp and volts gauges. Two race seats, original style center console, Precision Performance Products air shifter and Stroud cam-lock belts. All the interior lights still work including the dome light and the rear cargo light.

■ ET & MPH: 1/8: 6.37 @ 107.5MPH

■ Most Unique Feature(s): It’s a 900+hp station wagon that has a full Mopar drivetrain.

■ Build Timeline: It’s a never ending project. But realistically it took about 3 years, largely due to Covid.

■ Most Memorable Experience To Date: My most memorable experience with this car isn’t necessarily a good one. It would have to be when I had the car sideways on one wheel. At one of the first points events we went to with the fresh motor, the track was sticky and there was a severe headwind. The car wheelied high onto the rear bumper the pass before so we tried to make a change on the rear suspension, not knowing at the time that it was a front suspension issue. It picked up the front end even more, hitting the fuel filter which made the car turn while the front tires were in the air. The only thing going on in my head at the time was “keep the car away from the person in the other lane,” thankfully I was successful doing that.

■ Thanks To: My parents Domenic and Sandy, along with my girlfriend Sarah. The Koffels for building a mean engine! Tommy Thorne for doing the cage and Joe Boniferro for the transmission work. The list is endless, but I would like to thank anyone that even gave me the smallest bit of advice, or even said “nice car”. I appreciate it all!

It's all motor, baby!  The low deck B1 headed engine is naturally aspirated

and makes north of 900 horsepower on race gas, but will be converted to running Methanol fuel over the winter.

The wiring was also updated and an MSD 7AL3 was wired into the mix. Engine wise, Vincent and his dad had decided to have Koffel’s build a 440 based 496-incher and

actually delivered the parts to Ohio in February 2020…then Covid hit and the borders between the US and Canada were closed.

Plan B was now in the works and luckily (so www.rpmmag.com | January 2024

107

Total Seal Rings

they thought) Vincent and his dad had a stockpile of spare Mopar engine parts at home that would enable Vincent to at least get a bit of seat time in the massive wagon.

“We decided to put together a budget engine ourselves that consisted of a stroked 400 block and Max Wedge

heads, but once we got the car together and to the track, we could not keep the engine together to save our lives!” Vincent exclaimed. As it turns out, their used rockers had invisible stress cracks and once that was taken care of, the crank kept creating problems.

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108 January 2024 | 25 Years Of RPM Magazine

Room to spare!

 The spacious interior means there’s no lack of room inside the Coronet Wagon, in fact, there’s so much room you can’t possibly use it all! Much of the interior was carefully removed to allow for a 10-point cage, race seats etc. to be installed and select factory parts such as the dash and console were reinstalled following the work to maintain that 60s Mopar vibe.

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 To save some weight, the extra seats have been removed and work will continue on weight loss over this winter. Bead rolled aluminum door panels were installed and most of the other trim panels and headliner were removed for weight savings as well.

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 Vincent and Domenic had a 10-point cage installed and the work to tie the frame together was done by the previous owner.

Manton Pushrods

 A Precision air shifter is installed in a factory style console. www.rpmmag.com | January 2024

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Magnafuel

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“We would be lucky if we made 3 passes before something broke, or burned up a bearing. It really tested my patience and desire to go drag racing, but we kept going.”

The decision was made to go back to Plan A and have the engine built by a pro as Vincent had now set his sights on running a competitive local 6.50 1/8-mile index program. With the borders open briefly, they picked up a set of “like new” B1 heads along with a few other parts, got them down to Koffel’s and

by April 2022 they had the engine back and ready to go.

The next hurdle was headers; nobody had any for a B1 Low Deck block in a B Body, so they waited until September, having just enough time to do some testing before winter hit, but not quite enough time to work out a few new bugs that surfaced.

 The car is just such a clean survivor and Vincent used the under seat storage for a fuel cell. Being a 9-seater station wagon, there’s more room back here than one could possibly use on drag car.

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Up, up and

The Supercharger Store

away!

While the car was down for the winter, Assassin bars and Calvert split mono leaf springs were added out back in search of the hook needed to support the new mill, and they would get that hook

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114 January 2024 | 25 Years Of RPM Magazine

(just keep reading). A trans brake and new air shifter were also added and the car was ready to go for Spring 2023. In early testing they were able to solve all the new issues from Fall 2022.

GoDragRacing.org

 While not intentional, this wheelie was certainly a crowd pleaser. Which leads to Vincent’s most memorable experience with the Coronet Wagon listed on his Tech Sheet on page 106.

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The car was running near perfect and right around the 6.50 mark, that is until the first actual event.

It was spring in Ontario, Canada, the track surface was set on kill, the sun was shining and there was a huge headwind. When Vincent launched, the

car hooked much much better than expected and shot towards the sky with 3 wheels off the ground, dragging the bumper.

Of course, what goes up must come down and on return to earth the oil pan took the brunt of the hit, but there was minimal damage otherwise.

 The rear leaf spring suspension was modified using Assassin bars, split mono leafs and QA1 double adjustable shocks. A Ken Keir wheelie bar was added only after a few sky-high bumper draggin’ wheelies! That was the same time that the front suspension was identified as the culprit of the gravity-defying stunts and swapped out with AFCO double adjustable shocks and travel limiters.

116 January 2024 | 25 Years Of RPM Magazine

 It’s hard to imagine doing 120 MPH in these cars from the factory. The technology of the era was more focused on a comfortable “floaty” ride over tight handling

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 From left: Sandy Fragomeni, Domenic Fragomeni, Sarah Penner, Vincent Fragomeni.

Along with a new oil pan, new double adjustable front shocks and front travel limiters were installed and the rear footwell was raised to allow for the wheelie bar install.

With very positive results following the work, Vincent took the rest of 2023 to gain more seat time and get to know the car and new power better, now that it was well-grounded.

Over the winter, plans are to switch to methanol fuel, add a Grid

system and shave some poundage, since the car scales in at over 3,900 pounds with Vincent in the driver’s seat.

It’s a safe bet that when Vincent unloads the car he is almost always the center of attention. After all, a 900+ horsepower 17 ½ foot long 9-passenger Mopar station wagon isn’t something you see every day, year or even decade!

118 January 2024 | 25 Years Of RPM Magazine

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!

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