RPM Magazine June 2018 by RPMMAG

V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpm-mag.com E-MAGAZINE ASSOCIATE EDITOR.................TOBY BROOKS toby.brooks@rpm-mag.com EVENT MEDIA..........................................events@rpm-mag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpm-mag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpm-mag.com Photographic Contributions: TONY WEBER, TIM LEWIS, PETE “BOOMER” ORES, MARK goDragRacing.org, TARA BOWKER, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, LOUIS FRONKIER, and WILL McDOUGLE. Editorial Contributions: TIM LEWIS, CHUCK SCOTT, MARK goDragRacing.org, RAYMOND KNIGHT, TOBY BROOKS, BRIAN WOOD, TABITHA SIZEMORE, JAMES WILLIAMS, TIM BIRO, STAN SMITH, JT, and GEORGE PICH.

MEET THE RPM TEAM

EDITOR IN CHIEF.........................................................CHRIS BIRO editor@rpm-mag.com

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email circulation@rpm-mag.com To subscribe to RPM go to www.rpm-mag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705. 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, musclecars, 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.

WANT YOUR CAR IN RPM?

RPM Magazine has been a world leader in motorsports publishing for 19 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@ rpm-mag.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.

Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, and TIM BIRO.

Publication Return/Address Change Information

ADVERTISING SALES

USA RPM MAGAZINE (USPS Periodical #023474) is published monthly 12 times per year by USA Publisher’s Agent, 10387 Main Street, Suite 300, Fairfax, VA 22030.

For advertising information contact

TRISH BIRO .............519.752.3705.......trish@rpm-mag.com

Periodicals postage rate is paid at Fairfax, VA and additional mailing offices.

Art & Graphics Director: Toby Brooks

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Special Events Manager: Chris Biro events@rpm-mag.com Special Events Sales: Trish Biro: 519-752-3705 trish@rpm-mag.com Subscriptions/Address Changes: Circulation circulation@rpm-mag.com General Inquiries: 519.752.3705 info@rpm-mag.com

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EDITOR’S RANT

Chris Biro

ADVERTISER INDEX

Tom Bailey brings back his Woodward pre-party for 2018!

AND RPM JUMPS ONBOARD!

ee a wild selection of the world’s baddest real street-driven cars leading up to the huge Woodward Dream Cruise. There’s nothing else like Tom Bailey’s Woodward Pre-Party/RPM MAG Takeover in the world! “We planned the first event last year just one week ahead of time and it was raining the day of the event,” said Bailey “We still had over 40 insane cars show up! It was unbelievable to see them driving in in the rain. Now that’s a street car!” With everyone having such a great time in 2017 (the rain

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cleared eventually), Bailey knew he had to make this an annual event. “We are planning ahead this year and the response has been overwhelming to say the least. I guarantee there will be more street-driven horsepower on site than most people can count!” For 2018, a burnout competition and dyno challenge have been added to the cruise-in/car corral! The Pre-Party/Takeover has it all! Be there Friday August 10th at Clubhouse 81 in Lapeer, Michigan. “These people are huge supporters of car culture and will also be doing a pig roast for the event,” added Bailey.

BURNOUT COMPETITION

Clubhouse 81 will actually be pouring a concrete pad for the Burnout Competition for which there will be a $1,000 purse! The cost to enter the burnout competition will be a $10 donation that will be donated to the Epilepsy Foundation of Michigan.

BIG HORSEPOWER DYNO CHALLENGE

Bailey has jumped in with both feet and also organized a Pre-Party/Takeover Dyno Challenge for a $5,000 purse! Track Lab Dyno out of St. Lou-

june 2018 | RPM Magazine

is will be on hand with their 2,500 hp-capable mobile dyno, so let’s see what you got….there’s five grand on the line! The cost for a Dyno pull is just $50, of which $25 will be donated to The Epilepsy Foundation. Get ALL the info and Sign up for the event at Tom’s Facebook page @sicksecond Limited edition/limited quantity t-shirts will be also be available at the event. “It’s great to see Tom doing this event again for 2018,” said RPM MAGAZINE Editor-In-Chief Chris Biro. “Since we first featured Sick Seconds 1.0 in RPM MAGAZINE, we have developed a strong relationship with Tom. He’s a top-shelf guy who builds the baddest street cars in the world and we love supporting what he does.” RPM MAG will have free RPM goodies including magazines and decals to give away to everyone and has also committed an entire issue to the event and cars that come out to support it. “We will have photographers and writers onsite to not only cover the Pre-Party/Takeover, but also gather information and photos for full features in RPM MAG,” Biro added.

WHAT YOU NEED TO KNOW:

Everything opens at noon. Anyone and everyone is invited to the Pre-Party/Takeover. CAR CORRAL: The car corral area is Pre-Registration only. See the Facebook page for more information. The Dyno Challenge and Burnout Competition start at 2pm to allow time for all car corral cars to park and get organized. DYNO CHALLENGE: Pre-registration is being accepted due to the limited time frame to run the event. Pre-registration is recommended for the dyno, however there is no cap on the number of cars that participate. BURNOUT COMPETITION: Burnout Pre-registration is being accepted as well. Due to time constraints, it will be first-come, first-served. FOR ALL INFO VISIT Tom’s Facebook page @sicksecond. Tara Hurlin pho

ACC Performance................... 21 Accufab Inc............................ 83 Aeromotive........................... 90 AFCO................................... 101 Alan Johnson Performance (AJPE)................................. 61 Alston Race Cars.................... 18 Applied Racing Components (ARC).................................. 33 ARP-NPW.............................. 90 ATI Performance Products... 102 Auburn Gear.......................... 30 Autoglym.............................. 87 AVAK/Ridgegate Tools........... 48 Baer Brakes......................20, 59 Bear’s Performance............... 37 Be Cool.................................. 96 BES Racing Engines............... 17 Bill Mitchell Products.......12, 36 Blower Shop............................ 5 Borla..................................... 98 BTE Racing............................ 84 C&C MotorSports................... 26 Calvert Racing Suspensions.105 Canton Racing Products........ 29 CFE Racing Products.............. 14 Chassis Engineering...........8, 81 CN Blocks.............................. 11 CNC Motorsports................... 49 Coan Engineering.................. 62 Competition Products......... 110 Covered Wagon Trailers....... 100 Crane Cams........................... 89 Crower.................................. 32 CVR Products....................... 104 DART..................................... 20 Design Engineering..........41, 85 Diamond Pistons................... 76 DIY Auto Tune/MS3-Pro EFI... 61 Dream Machines, Ltd............. 42 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 28 Dynocologists........................ 81 Dynomite Dynamometer...... 13 Dynotech Engineering........... 91 Ed Quay Race Cars................. 46 Edelbrock.............................. 64 Energy Suspension................ 40 FUELAB................................. 79 G Force Racing Transmissions.23 Granatelli Motorsports.......... 44 GZ Motorsports..................... 77 Harland Sharp....................... 23 Harwood............................... 92 HoleShot Wheels................... 42 Holley.................................2, 47 Howard’s Cams...................... 25 Hughes Performance............... 7 Induction Solutions............... 19 Indy Cylinder Head................ 93 Innovate Motorsports.......... 112 JE Pistons.........................35, 99 Jesel...................................... 14

Justice League....................... 95 JW Perform. Transmissions.... 94 Kinsler Fuel Injection............. 99 LenTech Automatics.............. 41 Lokar Perf. Products............ 108 MagnaFuel.............................. 9 Magnuson Superchargers.... 111 MAHLE Clevite Inc................. 45 Manton Pushrods.................. 95 Meziere Precision Mfg............. 8 Mickey Thompson Tires......7, 12 Miska Trailer Sales................. 67 Mr. Cool................................. 91 MSD Ignition......................... 26 Neal Chance Converters....27, 65 Nitrous Pro Flow.................... 33 Nitrous Supply...................... 80 Ontario Grudge Wars............. 95 Parts Pro Perf Centers.......... 116 Performance Improvements.. 24 Perf. Plus Connection.....25, 106 Philadelphia Racing Products (PRP).............................57, 63 Powermaster Performance.... 24 Precision Turbo...................... 97 ProCharger............................ 78 Proform Parts...................... 107 Pro Systems Carburetors... 21,53 PTC........................................ 77 Quick Fuel Technology........... 36 Quik-Latch Products............ 106 Racecraft............................... 50 Racepak................................ 38 Racequip............................... 51 RAM Clutches........................ 43 Renegade Racing Fuels......... 52 Ross Racing Pistons............5, 37 RPM Magazine Subscribe!.114 S&W Race Cars.................... 109 Scorpion Racing Prods............. 9 Shafiroff Racing Engines..11, 82 Shameless S8...................... 100 Smith Racecraft..................... 88 Steve Morris Racing Engines. 31 Strange Engineering............. 16 Summit Racing Equip.....22, 115 Taylor Cable Products.......... 103 TCI Automotive...................... 39 Ti64..................................... 113 Tom’s Upholstery................... 10 Trick Flow.............................. 15 TRZ Motorsports.................... 17 Tuned By Shane T.................. 56 12 Strong............................ 111 VP Racing Fuels...............34, 86 World Products..................... 22

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Be sure to check out our Performance Directory on page 68!

Often Imitated, Never Duplicated—For 19 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!

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SO Much Horsepower Packed Into One Place... That Place IS RPM Magazine!

RIDES

Post Up...........................................................................40 This old-school ’66 Chevelle packs the punch and swagger of a street brawler

A Real Hot Rod........................................ 54

This 693-inch ’34 Ford is much more than just another pretty face!

Sik Goat.......................................................................... 78 Tony Oliveira’s 1969 GTO is one nasty Poncho

LumiNasty...........................................................................8 ...because it ain’t LumiNice anymore!

Express Delivery................................................90 Steve Bullock’s nasty Nova was delivered in a hurry… and now hauls the mail faster than ever!

THE

PROJECTS & TECH

Unexpected Strike............................................... 22

What does a strike made without warning and a fantasy/thriller motion picture have in common? A 1963 1/2 Ford Falcon Sprint known as “Sucker Punch.”

Shop Talk...................................................................36 Keeping cool under pressure: JT installs a CryO2 system to reduce air and fuel temps in Big Red

Get wired!.....................................................90 OCD skills and install techniques collide to get our Project Acadian closer to the finish line

HOME Grown COPO

Get by with a little help from friends.............108 Our project Camaro attempts to rise from the ashes and gets a whole bunch of new tricks

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

june 2018 | RPM Magazine

www.rpm-mag.com | june 2018

story by

Toby Brooks photos by

Brad Eglian and April Bryant

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he early 1990s are remembered for many things. Nirvana. Neon. Gen-X coming of age. But sadly, memorable high-performance American autos donâ&#x20AC;&#x2122;t usually make the list. Aside from

ever-popular Camaros and Mustangs, even the most ardent gearhead would be hard-pressed to name more than one or two legit factory hot rods that consisted of much more than monochrome body cladding and some swoopy stickers.

Case in point: Chevy tried to pass off their typically forgettable Lumina Z/34 Coupe as a performance offering from 1990-1994. While the lowered FE3 sport suspension, color-matched ground effects, functional asymmetrical heat extractor in the

hood, and unique badging clearly suggested speed, most everything else about the car shouted slow. The smogged-down V-6 LQ1 engine eeked out an uninspiring 210 horses and the best the car could muster in the quarter was a yawn-in-

www.rpm-mag.com | june 2018

LUMINASTY

NO PREP? NO PROBLEM. Eglian and his team have steadily improved the performance of the Lumina over time, and it is now a serious threat wherever it shows up.

ducing 15.0-second pass in factory trim. Far from a hot rod, huh? However, the car enjoyed its brief place as Chevy’s NASCAR offering for a few years and even stole some screen time away from Tom Cruise in the summer of 1990 classic Days of Thunder. It was a tantalizing taste that certainly had the makings of a sweet looking street/strip body style, but not without some significant reworking

june 2018 | RPM Magazine

of the stretchy unibody construction and laughable factory power numbers. That’s what Alexandria, Kentucky’s Brad “B-Rad” Eglian thought, too. “This car started its life as a 1994 Lumina Z/34 that was built into a race car with a Jerry Bickel Blueprint chassis,” Eglian said. Initially owned by Buck Walters at Piles Chevrolet, it was later sold to Shannon Craft and raced at Tri-State

Dragway—where Eglian first saw it and immediately fell in love. “Soon after I first spotted the car, I made a move on it and purchased it from Shannon. When I got the car, it had a 565 ci BBC on alcohol with mechanical injection and a Nitrous Works plate kit,” he said. Not just another raggedy strip beater, the Lumina sported fresh Cortez Silver paint and looked show-quality while clicking off respectable 5.30s in

www.rpm-mag.com | june 2018

LUMINASTY

LOW-RIDING, HIGHSTYLE BOWTIE The Luminaâ&#x20AC;&#x2122;s ground clearance-challenged stance is courtesy of a Jerry Bickel blueprint chassis that has been upgraded with Strange struts up front and JRi air-assist shocks and a custom 4-link out back. The trick airbrushed Weld wheels were sprayed by Jim Boitnott and add a hint of color to the otherwise neutral Cortez Silver basecoat that covers the sheetmetal and fiberglass exterior panels and components.

RULE THE

june 2018 | RPM Magazine

STRIP

2000—before the craziness fully set in and the car started getting even faster. “I bracket raced it for about a year when my local track, Edgewater Raceway in Cleves, Ohio hosted Quick 16 races,” he said. Running both quarter and eighthmile locally over

the next several years, Eglian eventually settled on the shorter distance and managed to get the car down into the 4.45 range, consistently placing first or second in season points. “I had a car that worked great even under not-so-great conditions, and that’s when things took a turn,” Eglian recalled. A call from the producers of the popular Street Outlaws show

resulted in a trip to Oklahoma to face off against Daddy Dave Comstock’s Goliath 2.0 Nova. Although Eglian lost a close race, the experience was enough to change the course of the car—and perhaps even his life—forever. “The experience changed my racing career completely,” he said. “Since then, I have been to Memphis to race on their show and filmed the

www.rpm-mag.com | june 2018

LUMINASTY NARROWED NINE The Ford 9-inch housing has been cut down to make room for the big Mickey Thompson tires, then braced for the abuses of racing. Strange 40-spline axles help further protect against driveline trauma as a result of the gobs of NX-injected BES horsepower. JRi air-assisted shocks provide easy chassis tuning, and the mile-long Bickel wheelie bars help keep things shiny side up.

Cash Days race in Oklahoma. We just recently got done filming season 1 of a new show called No Prep Kings that I was on all eight episodes of, too,” he added. These days, the lowslung Chevy rides on Strange single-adjustable

struts with drop spindles up front and a custom 4-link on JRi air-assist shocks out back. Strange 4-piston disc binders reside on all four corners and slow the custom painted Weld V Series wheels measuring 15x4 up front and 16x16 out back. Goodyear

THE

26x4-15 tires roll up front while a pair of 34x13.5-16 Mickey Thompson ET Drag tires reside out back. Jim Boitnott added the unique wheel graphics for a one-off look. Power for the Chevy comes from a BES-built 632 ci big block that is

ORIGINAL

B ELT D R I V E SYST EM Patented High Torq Drive™ reinforced belt runs dry, spins with less friction than timing chains or gear drives and absorbs harmonics. Kit hardware is all Grade 8 Allen and Torx™ design. Cam timing is externally adjustable. 2 Piece Pulley is infinitely adjustable ±10°. Solid Pulley is adjustable ±8° in 2° increments. Crank Pulley is heat-treated steel and incorporates a High Torq Drive™ tooth configuration. Hard coated Billet Aluminum Upper Pulley features patented High Torq Drive™ tooth configuration. Teflon® coated vacuum cam and crank seals. Accessories available to run distributor drives, fuel pumps or oil pumps off front of cam. For product videos and information, visit us at Jesel.com or call us at 732-901-1800

june 2018 | RPM Magazine

stuffed with nearly as much nitrous as the law allows. In order to handle all 400/200 hp two-stage Nitrous Express juice is a Callies 4130 crankshaft with Callies rods swinging Ross 15:1 compression pistons. A custom-ground COMP roller cam

(.877/283 intake, .873/304 exhaust) is spun by a Jesel belt drive and tickles the valvetrain via PBM offset roller lifters, Manley chromoly pushrods, and Jesel roller rockers. Aluminum 14-degree Oldsmobile heads ensure free flow, as does the massaged Edel-

Win Big.

Trick Flow’s PowerPort ® 365 aluminum cylinder heads were designed and built for you to win races. These extreme performance race heads for big block Chevy engines flow a massive 424 cfm @ .900" lift. The high-strength castings can withstand enormous amounts of compression and RPM. Rectangular-shaped 365cc CNC Competition Ported runners, 119cc heart-shaped chambers, CNC bowl blended valve seat transitions, 24° intake valve angles with 4° side cants, and the highest quality valvetrain components help make PowerPort 365 heads the best choice for your car. Use PowerPort 365 heads on your engine and turn your goal of winning into reality! Dyno Results PowerPort 365

Test Engine: 13.86:1 compression 572 c.i.d. with Trick Flow PowerPort® 365 cylinder heads (TFS-4141T804-C02), solid roller camshaft (285°/298° duration @ .050"; .900"/.828" lift; 114° lobe separation), 1.8/1.7 ratio shaft mount roller rocker arms, Trick Flow R-Series intake manifold (TFS-41400111), Holley Gen 3 Ultra Dominator 1,425 cfm carburetor, Trick Flow by Stainless Works headers (TFS-DBBC238250), 3½" dual exhaust with Flowmaster mufflers, Q16 racing fuel.

1806RPCT

www.rpm-mag.com | june 2018

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

LUMINASTY

JUICE THAT’S WORTH THE SQUEEZE The potent 632 ci BES bullet has been fitted with a two-stage Nitrous Express laughing gas system that adds 400 horses on the first hit and 200 on the second, both of which are commanded by an NX Maximizer 5 controller.

U1699 3” seamless chrome-moly driveshaft / Spicer HD 1350 weld ends / Spicer HD 1350 non-crossdrilled u-joints ......$250

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june 2018 | RPM Magazine

BRAD EGLIAN’S N/T 1994 CHEVY LUMINA Z/34 Chassis Type & Mods: Full chromoly tube Jerry Bickel Blueprint chassis. Suspension & Brakes: FRONT: Strange single-adjustable struts with drop spindles and Strange 4-piston disc brakes. REAR: Custom 4-link with JRi air assist shocks and Strange 4-piston disc brakes. Body & Paint: Hairy Glass fiberglass front end, doors, ground effects, trunk lid, and rear panel. Cortez Silver basecoat/clearcoat paint. Prepped and painted by Chuck’s Auto Body with custom graphics by Jim Boitnott. Engine: 632 ci BBC built by BES Racing Engines. 4.437 bore with Ross 15:1 pistons and Callies connecting rods. Fully balanced and blueprinted. Callies 4340 crankshaft and COMP cams custom grind camshaft (.877/283 intake, .873/304 exhaust). PBM offset roller lifters. CFR aluminum 14-degree Oldsmobile heads with Jesel roller rocker arms. Moroso dry sump oiling system. Induction & Fuel Delivery: Edelbrock aluminum intake with Dan Davinci-built Holley HP Dominator 1250 CFM carb. Barry Grant electric fuel pump. Lupi Racing Tech clear scoop. Power Adder: Nitrous Express 2-stage Shark nitrous system (400 hp first stage, 200 hp second stage). Electronics & Ignition: MSD Grid ignition system. Nitrous Express Maximizer 5 nitrous controller. K&R Performance Engineering Pro Cube delay box. brock aluminum intake and Dan Davinci-built 1250 CFM Holley HP Dominator carb topped with a trick laser etched Christmas tree-friendly scoop. A Moroso dry sump oiling system reduces windage and adds some much needed ground clearance at the same time. The copious lengths of

plumbing and large contingent of fuel regulators and solenoids mounted all over the intake leave no doubt: this mill is heavily doused with nitrous. A two-stage Nitrous Express setup consists of a 400-horse port system and an additional 200-horse plate system, both managed by a newly-installed Nitrous Express

Exhaust: 2 ½-inch stainless headers by Woolf Aircraft. Transmission & Driveline: Mark Griffith 2-speed PowerGlide transmission with BTE valve body and Coan stall converter. Mezeire SFIrated billet flexplate. Mark Williams custom driveshaft. Differential: Narrowed 9-inch Ford housing with Strange 40-spline axles and Richmond 4.30 gears. Tires & Wheels: FRONT: 15x4.5 Weld Racing V Series wheels with Goodyear 26x4.5-15 tires. REAR: 16x16 Weld Racing V Series double beadlocked wheels with 34x13.5-16 Mickey Thompson ET Drag tires.

www.rpm-mag.com | june 2018

GET ON DOWN A trick CNC’d acrylic scoop makes it easy to see the tree, and the copious amounts of nitrous make it easy to put said tree in the rearview mirror in a hurry. Check out the massive header flames as Eglian lays down another pass at GALOT Motorsports Park.

june 2018 | RPM Magazine

Maximizer 5 controller. The high-tech electronics don’t stop there, though, as a versatile MSD Grid ignition and a K&R Performance Engineering Pro Cube delay box have both been installed. A pair of cleanly fabbed fender-dumped 2 1/2-inch Woolf Aircraft stainless headers allow the expelled gasses to make their way from the

cylinder heads to the atmosphere—and the bleeding ears of onlookers—in virtually no time at all. Backing the mighty mill is a Mark Griffith 2-speed PowerGlide that has been equipped with a BTE valve body and Coan high-stall converter. The Mark Williams custom driveshaft sends power back to a

narrowed and braced Ford 9-inch housing that has been stuffed with 40-spline Stange axles and a 4.30 Strange gearset. Before the crisp Cortez Silver paint went on, lightweight pieces from Hairy Glass including a front clip, doors, ground effects, trunk lid, and rear panel components were installed to reduce

the heft, and a fabricated aluminum wing adds top-end stability. After paint, a full complement of lightweight Lexan replacement glass was also installed, and those efforts help the Lumina weigh in at a svelte 2,670 pounds in full race trim. Inside, the silver bullet is all business, sporting a pair of racing buckets with RaceQuip

LUMINASTY

WINNING FOR DECADES The Lumina has been blasting down the strip since the mid 1990s when it was campaigned by Piles Chevy (top). These days, Eglian takes home the cash...all while passing for a fair approximation of Ricky Bobby in the iconic Wonder Bread firesuit (bottom)!

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www.rpm-mag.com | june 2018

REDEFINING PERFORMANCE

SHP LS NEXT PRO (NEW) • Made from superior strength 220 BHN Cast Iron • Full skirt design for use with OE type oil pans and windage trays • Standard LS 9.240” deck height • Bore sizes from 4.000” to 4.185” • Lifter oil crossover with restrictor provision • Priority main oiling • Steel 4-bolt main caps with upgraded ARP main studs • 6-bolt per cylinder capability

RACE SERIES LS 10° 368cc CNC • RMR Aluminum Alloy • High flowing 368cc CNC oval ports • 10° x 4° canted valves w/ reverse intake & exhaust location • Machined with 2.300” x 1.600” valve job • Copper valve seat material • 6-bolt per cylinder capability • Optional 38cc – 57cc CNC combustion chamber Q U A L I T Y. S T R E N G T H . P E R F O R M A N C E . S I N C E 1 9 8 1 .

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june 2018 | RPM Magazine

LUMINASTY

KILLER COCKPIT

The Lumina features a full cage and a host of high-tech gadgets like an MSD Grid ignition and a Nitrous Express nitrous controller, and the blue LED lighting adds a spacecraft vibe that’s both cool and functional.

harnesses amid the clean cage work. A Hurst billet pistol grip shifter manages gear changes and a quartet of gauges relay all the pertinent data during flight. An MTX Audio system has been installed in the trailer to entertain the the crew when the throb of the Lumina’s exhaust isn’t enough, and full LED cockpit lighting further enhances the cool factor. Far from content with his build, Eglian already has his sights set on bigger performance and fast-

er times. “Now that I am done with season one, it’s time to make some changes for season 2,” he said. “I’ll be stepping up the power, so we’ll see how things go,” he concluded. And so at long last this early ’90s Bowtie has the brawn to match its beauty, because chances are this nasty Lumina will be blasting out nearly as much power from just one cylinder as it once did altogether when it first rolled off the assembly line!

www.rpm-mag.com | june 2018

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june2018 | RPM Magazine

story and photos by

Ryk Lee Waddell

his Falcon started life as a fairly hum-drum daily driver and at some point was transformed into a cool small block manual trans street car, but new

owner Travis Martin, having no prior mentoring or even the opportunity of growing up around drag racing, moved his family from southwest Virginia to the Greer, South Carolina where he built

it into a formidable blown 800+ horse retro styled gasser. Back in 2010, Martin, after having a number of street cars, was looking for something special to build for the street and occasional strip

run. It was while searching a classified website when he first saw the ’63 1/2 twodoor coupe Falcon Sprint. “The car had to be a 4-speed. It had to have a clutch,” he said of his prerequi-

www.rpm-mag.com | june2018

UNEXPECTED...

sites. The car he was eying up was in running condition, sitting in gray primer and the suspension’s “Z” bar needed to be completed. While the vehicle was listed for sale, the owner had actually continued to make significant changes, replacing both quarter panels and adding a four-inch Pete & Jake’s drop axle. The car was also advertised with a brand new Speedway front suspen-

sion leaf spring kit. Once he realized the value in the entire package, Martin wasted no time in cutting a deal with the owner. To this point, despite his street car past, Martin had never even taken a car down the drag strip. “After the move, being this close to a drag strip got me hooked,” Martin said. And before long, he started showing up at the local strip on

june2018 | RPM Magazine

Thursday evenings for test and tune. This gave him his first exposure to the gasser cars like the ’55 Chevy of Greg “Nighstalker” Porter and the “Bone Shaker” ’57 Ford Gasser of Craig Owens. These two drivers made quite the impression on Martin, and by his 50th birthday in 2012, he started making passes in the Sprint. “I originally bought the Falcon as a street car that

NOSE-HIGH CANDY Straight-axle gassers have a cool, unique highin-the front stance. The hand-laid paint and lettering and great attention to the period-correct details set this classic Ford apart from the pack.

www.rpm-mag.com | june2018

HUFFED HENRY The small block Ford is topped by a pair of 750 cfm Quick Fuel carbs feeding a 6-71 Dyers blower. The combo is good for an estimated 800 horses. I could drive to the track, enter the test and tune and then drive it back home afterwards,â&#x20AC;? he added. But all that was about to change as Martin decided to jump in with both feet. While at the track one night, he decided to introduce

june2018 | RPM Magazine

himself to Greg Porter, the owner of HWY 123 Speed Shop and Craig Owen, a co-owner of J P Automotive. After discussing his personal vision for a Falcon Sprint gasser, Owen signed on to take care of the body and suspension work

...STRIKE

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june2018 | RPM Magazine

UNEXPECTED...

TIME MACHINE The custom roll and tuck pleated interior was installed by Got U Covered. The factory dash remains, however, door panels and everything else that was not needed, including the rear seat, was removed.

while Porter made the decision to come out of retirement and make an incredible statement with his unique candy apple custom paint job. As the engine build got underway, the goal was to coax as much power as possible from the 368 cubic inch DART-based small block Ford while keeping a period-correct appearance and feel to

www.rpm-mag.com | june2018

...STRIKE

ITâ&#x20AC;&#x2122;S A GAS, GAS, GAS RIGHT: This first qualifying session on race-day gave Martin some new data for the tune of the fresh small block Ford.

june2018 | RPM Magazine

TRAVIS MARTIN’S 1963 1/2 FORD FALCON SPRINT GASSER

Chassis & Suspension: Reinforced factory with JPA SFI roll cage. REAR: JPA Custom 50-inch ladder bars, QA1 coil-over adjustable shocks. FRONT: Speedway leafspring kit, Pete & Jakes 4-inch drop axle. Body & Paint: Original steel body and floors. Custom multi-stage candy paint with hand-lettered graphics. Engine: 368 ci DART small block Ford built by Will Harbin and Robert McCallister. Scat 4340 crankshaft, K-1 connecting rods, Wiseco Pistons , TFS High Port cylinder heads, COMP Cams “blower” camshaft, Harland Sharp roller rockers, Dyers 6-71 underdriven blower with dual Quick Fuel 750 cfm Carburetors. Estimated 800+ horsepower. Electronics: MSD distributor and wires. Exhaust: JPA Automotive custom fenderwell headers. Transmission: G-Force transmission with Long shifter. RAM 11-inch clutch. Carolina chromoly driveshaft. Rear Differential: Ford Performance 9-inch rearend with 5:13 gears, Strange 35-spline axles. Strange disc brakes. Tires & Wheels: FRONT: 15 x 4-inch American Racing wheels with Moroso 5.50 x 15 inch tires. REAR: 15 x 10 American Racing wheels with M&T Drag Master 28 X 10.5-inch slicks. Special Thanks: Car was built by JPA: Jeremy Pearson and Craig Owen. Candy paint by Greg “Nightstalker” Porter and custom handlettering by Charlie Tyre.

the entire package. The bottom end included a Scat 4340 steel crank, a set of K-1 connecting rods and Wiseco blower pistons. A COMP blower spec cam was dialed in and pair of TFS Hi-Port aluminum heads with Harland Sharp roller rockers were studded in place.

The icing on the cake is a very nostalgic Dyer 6-71 cast finish blower fed by a very state of the art pair of 750 cfm Quick Fuel carburetors. An MSD distributor and plug wires take care of spark on the mill and an 11inch RAM clutch provides the grab between the blown small

block and G-Force four-speed trans. The car actually maintains its original stamped steel floor pans and front chassis with “gasser” suspension mods, while out back it rides on QA1 custom adjustable coilovers and 50-inch JPA ladder bars.

www.rpm-mag.com | june2018

june2018 | RPM Magazine

UNEXPECTED...

GAS STANCED LEFT: The Ford 9-inch rear end has been equipped with 5.13 gears and QA1 adjustable coil over shocks. RIGHT: The Pete & Jakes 4-inch drop axle and Speedway leaf spring kit give the Falcon that classic gasser stance.

A Ford 9-inch rearend boasts 35-spline axles and a tall set of 5.13 Strange gears. Strange drag race calipers along with a pair of their drilled and slotted rotors provides the stopping power for the gasser. The custom chromoly driveshaft was supplied by Carolina Driveline. Inside Sucker Punch it’s like stepping back in time, and there’s enough metal flake to cause corneal damage! The custom-covered red and gold flake Mustang bucket seats by Got U

Covered pair nicely with the retro Moon-brand red flake steering wheel. A Sun Super Tach2 displays RPM, while a cage built by J P Automotive protects Martin during a run. Topping everything off is the wild exterior candy apple paint scheme worked up by HWY 123 Speed Shop. With the car ready to be christened, the first time Martin lined up on the starting line at the dragstrip it was against Craig Owen, one of the co- builders of the car.

BACK THAT THANG UP Travis’s wife E.J. helps back up the Falcon Sprint after the burnout then brings him into the beams.

www.rpm-mag.com | june2018

...STRIKE

Owen could see that Martin needed some guidance during this first hit, so he staged his car alongside of him, walking him through the process and then dropped the hammer. They made several passes that evening and Owen became not just Martin’s wingman, but his mentor in racing the new gasser. He admired Owen for putting the Ford on the back bumper and pulling gears like there was no tomorrow, and knew immediately that he was in the right place. Unfortunately, Owen succumbed to injuries suffered in a race accident two years ago, however, his name and contributions

BELOW: Martin lines up against Chad Ethridge

to the build are honored on the car and Travis will treasure his memories with him forever. “I’ll never sell the car, just for that fact,” says Martin. “I could never put a price on all of the work that was finished by Craig and Jeremy. He rides with me on every pull.” There are other touches to the car that have hidden meanings to Martin and his family, too. The car’s competition number, #0219 is actually his daughter Tabitha’s birthday. The name of the fabled Ford Falcon Sprint comes from the 2011 fantasy/thriller motion picture directed by Zack Snyder, Tabi’s favorite movie. There is a quote

from the film painted on the rear seat delete tin. The colors for the Falcon’s tri-color paint scheme were selected by each member of the family. Charlie Tyre applied all of the hand lettering graphics. “A blank check could not buy this car. Because of it, our family (daughter Tabitha and wife E.J.), do a lot of great things together,” added Martin. “We get the opportunity to be together and experience all of the fellowship and sharing great times at the track, and you just can’t put a price on that.”

TOP: B.U.G. (back-up girl) and wife E.J. and social media, photographer and daughter; Tabith Leigh. BOTTOM: Driver of the “Sucker Punch” Falcon Sprint, Travis Martin.

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SHOP TALK

KEEPING COOL UNDER PRESSURE JT

story and photos by

n the January 2018 issue of RPM I shared the details of how I cut two holes in my perfectly good VFN 6-inch cowl fiberglass hood to accommodate a

dual-plenum top hat and cold air induction tubes. As promised, I will now share the reason why I went through the painstaking misery of that tedious and stressful process to ensure the holes not only fit my set-up, but were also

june 2018 | RPM Magazine

perfectly symmetrical with each other. Making the commitment to keep the air and fuel that was entering my combustion chamber cool was the easy part. Weâ&#x20AC;&#x2122;re all aware that a cooler air/fuel mixture produces more

power. But how could I maximize this effect and bring all of the latest technology that our wonderful modern time has to offer? Before we get into the details of the project, letâ&#x20AC;&#x2122;s take a step backward so that you can understand what goes

on inside my head. I live on the western border of New Jersey in the beautiful vast countryside that is famous for its farms. Yes, believe it or not, we have farms in New Jersey. During the peak of racing season, we are also famous

1 for our high humidity and 100-degree temperatures. This type of hot / humid air does not do well with high horsepower combustion engines. Sure, adding a supercharger or turbocharger can remedy this problem by creating your own atmosphere and keeping the intake charge nice and cool. But I’m a die-hard, naturally-aspirated, all-motor kind of guy. Not to mention the above-listed remedies require a lot of disposable cash, and that’s something I just don’t have to spend on a cooler intake charge. So I did some research on the advan-

2: This is the air filter, CryO2 sleeve, and an induction tube on my bench during mock-up. I needed to know how far I could go into both the filter and the sleeve before making my final cuts on the induction tubes. I was beginning to get excited at this point.

1: This is what the inside of the CryO2 air sleeve looks like. The spaceship-looking football is the actual “air bulb” and is what gets frosty when the CO2 runs through the bulb after just a few seconds. tages of a simple cold air intake system. The best way to explain a cold air intake system is to think of your car’s engine as if it were a pair of lungs. In order to make power, the cylinders have to inhale air to create the combustion that produces wheel-turning horsepower and torque. Since cold air contains more oxygen molecules than warm air, injecting a higher amount of oxygen-rich air into the cylinders allows the engine to burn fuel more completely during the combustion cycle. This process results in an increase of horsepow-

2 er and torque. During my research, I also took into consideration how much heat my 572 cubic inch big block would create under the hood and how this would affect the benefits of a simple cold air intake system. Despite having a large 6-inch cowl on my hood, there is zero space between the thinnest of air filters and the bottom of the hood. All of the heat that my 112 octane-eating big

block makes is getting trapped under that hood. My first step was to contact my friends at GSD Coatings and have them Cerakote my custom 2 1/8-inch headers that go into a 3 ½-inch collector. They not only had a solution but they treated my entire exhaust system to this amazing upgrade and in the process made it stunning to look at. This process has been proven to reduce heat

by as much as 52%. That was enough for me to pull the plug and begin operation “cool down.” The next step was to ensure that my cooling system was making the most with that excessive big block heat. I started with a 55gph high-flow electric water pump and followed up with a double-pass aluminum radiator. I wrote an article years ago on how different types of coolant affect temperature and used that research to maximize heat-reducing effectiveness. DEI makes a product called Radiator Relief, and when mixed

with distilled water, dropped my water temp 18 degrees. By addressing these two areas first, I was able to guarantee that my “under hood” temps were as low as they could be despite the thrashing I had planned in its future. Having said all of that, I was still left dealing with a hot and humid 100-degree day and a screaming big block that runs cool at near 200 degrees. While I may have maximized my under hood temperatures (UHT), needless to say, things were still pretty hot in there. Since heat rises and the carburetor sits at the very top of my engine, adding a simple cold air intake system would take the brunt of the heat away by redirecting the air in-

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SHOP TALK

ACCURATE GROUND SPEED REGARDLESS OF WHEEL SPIN OR WHEEL STAND

3: Here is the entire right side complete and plumbed. Note the solenoid on the fender next to the line lock is for purging the CO2. The main CO2 line goes into a “T” and is then fed to the 2nd solenoid which is mounted to the air sleeve. This is responsible for sending the CO2 to both tubes. The CO2 passes through this air sleeve and is sent to the other side of the engine where it cools the other induction tube.

4: Here is the left side that is fed from the right tube. The system has to eventually vent out somewhere behind the air induction tubes so that the CO2 won’t snuff out the combustion. I decided to be “cool” and vent the system on my starter and help keep the temperature down in the process. Why waste perfectly cold CO2?

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take charge to a cooler forward-mounted position. I get it! This makes perfect sense! However, my specific circumstances do not allow the full effect of a cold air intake system to work. Why you may ask? First of all, I have a 4th-gen Camaro and they let zero air in through the front of the car. I engineered a series of holes that I carefully drilled behind the front grill to allow some air to pass into the radiator fins. Second and most important, I start my

car in the pits and drive to the staging lanes where I may sit for a while building heat. By the time I get to the burnout box and move into the staging beams, I am already beginning to experience high heat. There is simply NO COLD AIR moving into the front of my car at this time. The brief 8 or 9 seconds it takes me to go down the quarter-mile does not allow any time for cooling my intake charge. The long drive back to the pits and/ or staging lanes at

slow speeds does not help much, either. This might be fine if my car were simply a drag car, but I do, however, like to enter True Street classes which have a 30-mile cruise prior to making three consecutive passes. I also like to take Big Red and my daughter to our favorite ice cream shop and any local car show/cruise night. I needed a way to chill the fuel and air no matter what the weather was and no matter what the driving conditions were. Back in the day,

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5: This genius piece of aluminum takes the CO2 through your choice of four 1/4-inch NPT ports and chills the passing fuel that is plumbed on either end. This is perfect for a â&#x20AC;&#x201C;8 or â&#x20AC;&#x201C;10 AN return line back to the tank. 6: In my initial quest to help lower the under hood temperature, I needed to correct an inherent problem that plague all 4th-gen Camaros: zero air enters the front of the car. All of the air was forced underneath via an air dam and was sent upward. I decided to strategically grid out a series of holes that will help my puller fan get fresh air from the front of the car. This was an immediate fix and got my overall water temp down a lot.

old-time drag racers used to chill their fuel with ice canisters. This was a very effective way of stopping cavitation and vapor locks, but often left the track wet from melting ice and condensation. The simple invention of a return line added to a fuel system stopped vapor lock issues by not having fuel sitting in the line getting heated by the engine. Fast forward again to our time and we have super-high-volume electric fuel pumps that are able to push the racing fuel through a

â&#x20AC;&#x201C;12 AN line and consistently feed our hungry engines with enough fuel to get the job done. What most people donâ&#x20AC;&#x2122;t realize is that on top of the 100-degree day and excessive UHTs, these modern fuel pumps actually make heat and increase the temperatures of the fuel before ever entering the regulator. I had to find a way to ensure that I could consistently lower my air/fuel intake charge and, in theory, make my own atmosphere without resorting to a supercharger or

turbocharger. After months of research and phone calls, my persistence finally paid off, and I found the right people to help bring my brainchild to fruition. The amazing people at Design Engineering (DEI) were working on a product called CryO2 which utilized CO2 to chill incoming air and fuel mixtures by as much as 50 degrees from ambient temperature. This would take my typical hot and humid 100-degree day and make it 50 degrees inside my carb. Well, I know how awesome

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SHOP TALK

7: The amazing guys at GSD Coatings treated my entire exhaust system to a beautiful two-tone Cerakote finish. Reducing under hood temperature and looking good in the process was a no-brainer. my car runs on a cool late-season October day, and needed no more persuasion. DEI’s slogan of “Gain back the power the heat takes away” became the foundation of my project. For the average gearhead, this is an extremely easy upgrade. DEI now makes a self-contained air sleeve that houses one of its “air bulbs” and

connects simply to your existing cold-air intake tube. The next step is to mount a CO2 bottle, run your line to a solenoid and wire it to a switch. This “air bulb” is instantly chilled by the CO2 charge which is –80 degrees out of the bottle. The CO2 charge chills the bulb and is vented out of the bottom of the car (to avoid snuffing com-

june 2018 | RPM Magazine

bustion with CO2). I actually designed my venting line so it chills my starter in the process. My situation was not typical and needed a bit of engineering/ tweaking to make it work for my application. During my research, I was led to the guys at Spectre Performance as they are the leaders in cold air performance. They

8: My vision for having my air and fuel chilled and making it look as “cool” as possible in the process was a huge success. I can’t thank Guy at Spectre Performance and Dan at Design Engineering enough for their belief in my project and the priceless help they provided to make this vision a reality.

were willing to join me in my project and assigned their tech specialist Guy Smith to my case. Guy needed to know the specifics my engine was making as he needed to know how much air she needed to function on an optimum level. Guy designed a special dual-plenum top hat that would sit on top of my carb and still fit under the cowl. This

was not an easy task, but with the special design of this top hat, it actually drops below the carb and sits lower than ANY possible air filter available. He then designed the induction tubing and air filter size to meet the demands of the volume of air I needed to feed this beast. Making all of this fit under my hood somehow was

left up to me. (Full story with all details can be found in the January issue.) Now that my cold air issue was solved, I still needed to address my desire to chill fuel, as well. DEI had an in-

stant and easy fix for that, also. They suggested that I use one of their fuel bars which operates inline with your fuel system and has a separate in and out for the CO2 to work its magic and cool the entire aluminum rail. After doing some testing and more research, I opted to plumb the CO2 fuel bar on the return side enabling me to keep the pump cooler by having cold fuel sent back into the cell, ultimately cooling the pump. There are many ways to activate this chilling process. You can get as technical as wiring your

CryO2 solenoids to a timing device (much like a nitrous controller) and program it to come on and off whenever you wish. You can also opt for a WOT (wide open throttle) switch that opens the solenoid at high acceleration. I did some testing on my own and found that once the system is purged, it only takes 2-4 seconds worth of CO2 to completely chill the air bulbs. I decided to put the CO2 delivery into my own hands and wired a master arming switch and push button switch on my steering wheel. I

typically do a 2-4 second hit as I am entering the water box and again just before I enter the staging beams. The benefits of that chilled bulb last the entire pass and it is still cold when I get into the pits. I’ve been able to keep consistent times without changing the tuneup with a jet change or timing adjustment. I simply tune the car to that chilly moment and the weather will have no negative affect on my performance. If you are a naturally-aspirated guy like me who is trying to maximize

horsepower and utilize the full potential of performance, keeping things cool is the way to go. CO2 chilling offered me a relatively inexpensive and highly effective way to accomplish this, and is the reason why I cut those two large holes in my hood! Until next time – keep wrenching!

9: The entire CryO2 system begins here at the CO2 bottle. I now know that the –80 degree temperatures that live inside of that bottle can be used to make my car a lot cooler than yours.

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www.rpm-mag.com | june 2018

story by

Toby Brooks

photos by

Will McDougle

he phrase â&#x20AC;&#x153;posting upâ&#x20AC;? has multiple meanings. Traditionally, it was a basketball term describing the process of backing down an opponent near the hoop

and calling for an entry pass from a teammate for a relatively easy score. More contemporarily, it is a threatening call to action or a challenge to a fight. However, in the case of Will Goode, it is in

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june 2018 | RPM Magazine

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MORE MEAT THAN THE BUTCHER SHOP The Chevelle rolls on a massive set of Mickey Thompson ET Drag rear tires that have been mounted on an iconic set of Centerline Auto Drag wheels, giving the Chevelle an unmistakable classic pro street vibe.

june 2018 | RPM Magazine

POST UP reference to his classically-styled pro street 1966 Chevelle 2-door post. “I would venture to say that the most unique thing about this car is the fact that it isn’t a hardtop—it’s a 300 Deluxe 2-door post. It’s not something you normally see,” Goode said. While desirability in slightly different body styles of classic muscle cars can be a fickle thing—fastback versus notchback Mustangs, split bumper versus onepiece bumper Camaros, and hardtops versus posts—time has had a tendency to heal all wounds as such iron in good condition is wanted whether it was trendy

at the initial date of sale or not. “It’s yet another reason why I love it so much. Most of time when you think about the Chevelle you think about those early 70s models that are more round body or the SS body or the Malibu—but I wouldn’t trade in my 2-door post for anything,” he added. Some of Goode’s preference for a bit more structural integrity in the cockpit afforded by the post is understandable, too. “My very first car was a 1988 Dodge Shelby Charger, and man did I think I was the coolest kid in school,” he recalled. Unfortunately, Goode totaled the car after he lost

control, putting the Shelby into a ditch after flipping it once and rolling it three times. “I was wearing my seatbelt but by all accounts I should have been severely injured or possibly even died. The crazy part about it is that steel-body car saved my life,” he recounted. “Not one piece of glass broke—it’s almost like the car itself protected me. Ever since then I always knew that when I did start racing on the strip, it needed to be a steel-body doorslammer,” he said. So while Goode’s choice of a piece of classic Detroit iron is certainly logical, the fact that it’s a

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POST UP Chevy certainly wasn’t. “I grew up watching my father drag race all his life, and everything he ever had was always Mopar,” he said. “I remember going to the track every weekend and loving the smell of the burning rubber and race gas. Those were always the best times of my life growing up,” he added. Goode has had a modern muscle 2014 Challenger with a blower that has seen street/ strip duty, but he felt an urge for an all-steel body old school classic muscle car to fill the nostalgic void in his heart. Enter a Chevelle. An original California car,

Goode located the partially-complete ’66 in December 2016, but it took three months of hounding to get the owner—the original owner, mind you—to finally agree to part with it. With the help of friend Chris Yanez, Goode set out to update the car with some modern safety features and head to the track. First, the chassis was beefed up, treated to a full boxing and a Chris Alston ChassisWorks 10-point cage. The car rides on single-adjustable shocks up front with coil-overs and a 4-link out back. Dual-piston disc brakes were installed at all

RAT-URALLY ASPIRATED No blower, turbo, or nitrous here. Just good old fashioned Chevy cubic inches. A potent solid roller 540 BBC now sits where a 427 used to reside. Built and tuned by Rick Waters, the mill features AFR aluminum heads on a spacious Dart Big M block.

june 2018 | RPM Magazine

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刀椀瘀攀琀 ⬀ 刀椀瘀攀琀一甀琀 ⬀ 刀椀瘀攀琀匀琀甀搀

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june 2018 | RPM Magazine

four corners, and the iconic Centerline Auto Drag wheels give the car an unmistakable first-era-of-prostreet ’80s vibe. Mickey Thompson ET Drag tires measuring a rotund 33x16.5-15, more than fill the wheel openings. A narrowed Fab-9 housing was equipped with a Strange nodular center section, a 35-spline Detroit Locker, and 4.10 gears to ensure trouble-free launches time after time. Other than the fat tires and machined aluminum wheels, the car is otherwise a relatively unassuming clean mid60s street machine, sans parachutes, wheelie bars, or other such doodads and gizmos out back. However, under the hood it’s a different story.

Gone is the respectable factory 427 and in its place is a balanced and blueprinted 540 ci iteration of the Chevy big block. Starting with a Dart Big M block, engine builder Rick Waters added in 10:1 pistons and a custom grind COMP solid-roller cam for a naturally-aspirated combo that would be high performance but still reliable. AFR aluminum heads were equipped with Jesel shaft-mount rockers, and an Edelbrock aluminum intake rounds out the lightweight top end. Toss in an MSD ignition, a Holley carb, some ball-milled aluminum valve covers, and free flowing air cleaner

CLASSIC CONFINES The no-frills theme is carried inside, as well, where a basic black interior has been equipped with with black racing buckets, a pair of 3-inch racing harnesses, a Hurst billet shifter, and a Grant GT steering wheel. A Dakota Digital dash and Auto Meter monster tach convey the data while a full cage protects occupants while stiffening the chassis.

POST UP

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POST UP

STOW AND GO? The big Chevy’s spacious trunk is all but swallowed up by an aluminum fuel cell and the monster rear wheel tubs.

and you’ve got yourself a high-cube version of as tried and true of an engine combo as ever there was in street/ strip performance. Continuing on that theme, a 2-speed auto Powerglide trans backs the mill and helps send a measured 740 horses to the rear wheels. Jerry Taylor Racing Transmissions pieced the

unit together, adding a billet 3,500 rpm stall converter by PATC aids in performance and street manners. The exterior of the car is all GM steel and features all factory trim and glass, as well. A factory cowl induction hood provides a small hint at the power lurking beneath, while the bright Hugger Orange paint covers

june 2018 | RPM Magazine

the expansive flanks of the big Chevy. Inside, in addition to the Alston cage, the car features a Dakota Digital dash and a top-mounted monster tach to complement the factory black padded dash and door panels. A Grant GT steering wheel and a Hurst billet pistol grip shifter with a line lock control round out the

driver interfaces, while a pair of heavily bolstered racing buckets equipped with Crow Enterprises harnesses keep occupants comfy and secure. In all, completing the started build took the better part of a year, and Goode couldn’t be happier. “Being that I didn’t build the car completely myself—more

like just a percentage of the car was built by me and friend Chris Yanez—we finished it fairly quickly,” Goode said. Despite the rapid turnaround, he doesn’t see it as just another build, though. “I would say when I purchased this car, it was more of a calling—almost as if the car was calling to me to

POST UP

WILL GOODE’S PRO STREET 1966 CHEVELLE 2-DOOR POST Chassis Type & Mods: Chris Alston ChassisWorks 10-point roll cage. Frame boxed and gusseted. Fabricated drive shaft tunnel trussed in five locations to connect body crossmembers. Suspension & Brakes: FRONT: Single-adjustable coil-overs and Wilwood dual-piston disc brakes. REAR: Custom 4-link suspension with single-adjustable coil-overs with Wilwood dual-piston disc brakes Body & Paint: Hugger Orange basecoat/clearcoat paint. Original steel body with all original trim and glass. GM steel cowl induction hood. Engine: 540 BBC built and dyno tuned by Rick Waters. Dart Big M Block, 10:1 compression pistons, COMP solid roller custom-grind camshaft with Isky Red Zone lifters. AFR aluminum cylinder heads with Jesel shaft-mount rockers. Edelbrock aluminum intake with Holley carb. Electronics & Ignition: Dakota Digital instrument cluster. MSD Ignitions Transmission: Powerglide 2-speed automatic transmission built by Jerry Taylor Racing Transmissions. 3,500 rpm billet stall converter by PATC. Hurst billet pistol grip shifter. Rear Differential: Narrowed Fab 9 housing with wheelie bar trussing. Strange nodular center section, 35-spline Detroit Locker and 4.10 gear set. Tires & Wheels: Centerline Auto Drag wheels. 15 x 15 rear wheels with 33x16.5-15 Mickey Thompson ET Drag tires.

june 2018 | RPM Magazine

buy it,” he said with a chuckle. A particularly strange calling for a Mopar guy at heart, to be sure, but the end result is a timeless street machine regardless of the nameplate it carries. So if you happen to be in the Phoenix area and are feeling like throwing some hands, maybe you should look up Will Goode and his 1966 Chevelle. Rumor has it, this classic Bowtie is ready, willing, and able to post up at a moment’s notice.

www.rpm-mag.com | february2018

photos by

W ilson M otorsports P hotography

REAL HOT ROD

ohn Martin has been into fast cars most of his life, but more specifically, he has been active as a participant in the street rod scene since the mid ’80s, and he has seen street rods degenerate into beauty queens with small block crate engines and cookie cutter builds. But this isn’t what hot rods were originally all about. When John graduated from high school in 1958, hot rods were built to go fast, not be pretty. Drag racing was becoming popular, so guys would re-power their street rods with the biggest engine they could find and go racing. Most readers will think that racing on the street was something that came into its own during

the 1980s, but in fact it was born many years earlier. Even back then there was a lot of pressure to stop street racing, which led to an explosion of action at the local dragstrip. Back then, hot rods weren’t particularly pretty; “custom cars” were the pretty ones. Hot rods were just bad fast. John built this ’34 5-window to reflect the way hot rods really were in the late ’60s, and the way he strongly feels a real hot rod should be today. It was born of his experiences on the street and many years on the dragstrip. When John graduated from college, he and Jim Kirby went drag racing. They went from gassers to stockers (409 Chevy) to F/ Xers (Z-11 Chevy) all the way to fuel-burning funny cars (blown 427 Chevy).

WICKED ROD

This ’34 Ford 5-window coupe is built with one man’s life experiences both on and off the track into every inch of it. The perfect stance befits a near perfect build. The roof is taper chopped 4 inches and the windshield is laid back 7 degrees for an awesome hot rod look that looks fast just sitting still.

june2018 | RPM Magazine

www.rpm-mag.com | june2018

LOW SLUNG With plans to dragstrip the pristine build, Martin lowered it and had the chassis built to handle the quarter-mile safely. While reminiscent of those early strip terrors, the small fuel cell-like tank mounted up front is actually re-purposed as an air/oil separator for the vacuum pump system.

But John never forgot the ‘34 Ford he had in his mind. So when a ‘34 5-window popped up on eBay in 2007, he purchased it to build that dream hot rod.

The build itself is a tribute to a late ’60s A-Altered drag car. The Mooneyham and Sharp #554 car and Dawson’s Demon out of St. Louis were heavy influences.

june2018 | RPM Magazine

While Martin’s ‘34 isn’t period perfect, it’s impressive nonetheless. On top of looking good and being very capable of backing up those looks, since a lot

REAL HOT ROD

U CAN’T SEE ME The rear window was added only after the body was properly situated on the chassis to optimize visibility. John still had to utilize a backup camera because the roll cage obscured his rearward vision. And the chute out back—not just for show. By all calculations, the ’34 should run in the 8’s.

www.rpm-mag.com | june2018

REAL HOT ROD

NO FLATHEAD HERE... The centerpiece of the build is a 693-inch allaluminum big block Chevy based on a New Century Performance block. A 3-inch Kinsler stack fuel injection system from a Mercury Marine race engine was sourced. The plenum was designed by Jordan Bodenbach and fabricated by Lucky Bodenbach of New Century Performance. To make this huge induction system streetable, a progressive throttle linkage which is activated by a Lokar cable was fabbed up. The engine is surprisingly drivable on the street.

june2018 | RPM Magazine

of Martin’s friends were killed during the early funny car era (for example, Dickie Harrell), he decided to incorporate the best safety equipment available in the project. Look closely at the chassis. The chromoly cage was built by Jim Wiens

Race Cars. The stock-appearing bottom frame rails were constructed of 3/16-inch mild steel and completely boxed. The driveshaft is completely encased in 1/8-inch chromoly plate. The chassis is NHRA certified, and every component in the

driveline is SFI spec or better. John and Lowell (Lucky) Bodenbach of New Century Performance built the powder coated aluminum interior to simulate a race car. White Knight upholstery then padded the Speedway bomber seats. John even built the console so pertinent switches are in reach of the driver when he is strapped in the 5-point harness. Let’s cut to the chase, though, as it is clearly the engine that immediately grabs attention, and so it should. It’s a 693-inch aluminum New Century Performance block with Brodix “Big

www.rpm-mag.com | june2018

june2018 | RPM Magazine

REAL HOT ROD JOHN R. MARTIN’S STREET, SHOW, AND STRIP ’34 FORD Chassis Type & Mods: Combination of aftermarket mild steel main rails (fully boxed) cut off right before the rear axle kick up. Remainder of chassis is chromoly tubing with an NHRA 8.50 certified roll cage. Corvair steering box and Speedway collapsible steering column. Suspension & Brakes: FRONT: Chromed Pete & Jakes 4-bar 4-inch dropped tubular axle with single leaf spring. REAR: Fully boxed Strange 9-inch housing with custom 4-bar designed and built by Jim Wiens Racing. QA-1 double adjustable shocks Aerospace Components disc brakes at all 4 corners. Body & Paint: All steel 1934 Ford 5 window coupe. Converted to hidden hinges by using owner-fabricated 1/8-inch steel B pillars. Taper chopped top (4 inches) with windshield laid back 7 degrees (flush mounted glass). Custom red color sprayed by Bob Brauch. Engine: 693-inch all-aluminum big block Chevy engine with New Century Performance block, oil pan, and rocker arm covers and Brodix “Big Duke” heads. Ohio Crankshaft 5.3-inch stroker crank, H-beam rods, and Diamond 4.560-inch pistons. COMP Cams solid roller valve train, Trend pushrods, and T&D rocker arms. Titan oil pump with Driven Racing Oil. Aerospace Components evacuation pump and Meziere water pump. Induction & Fuel Delivery: 3-inch Kinsler stack fuel injection system from Mercury Marine race engine (plenum designed by Jordan Bodenbach and fabricated by Lucky Bodenbach of New Century Performance). Alky Digger injector stacks. Custom fabricated progressive throttle linkage with Lokar cable. No power adder. Electronics & Ignition:16-injector FAST 2.0 EFI system. Transmission & Clutch: S&W Powerglide transmission with Ultra Bell shield and TCI converter. Tires & Wheels: American Rebel wheels with BF Goodrich tires in front and Hoosiers Pro Street tires (31X1650RX15).

Billet

“Duke” heads. A 3-inch Kinsler injection system was made streetable by converting it to electronic injection using a FAST XFI 2.0 system. Lowell Bodenbach then designed and CNC machined a plenum chamber and a progressive throttle linkage to make the big engine operate more smoothly on the street. T&D shaft-mounted rockers compliment the COMP Cams valve train used in this monster. It’s cammed short to make the combination streetable, however, the naturally-aspirated mill made

818 ft./lbs. of torque at just 4,250 RPM and 825 HP at 5,800. Remember, that is in a street rod where dropping weight to gain ET is not a concern. A-Altereds didn’t have radiators, so John incorporated a rear-mounted triple-pass aluminum radiator in the trunk and a Meziere 55 GPH electric pump to cool the beast. Hot air is exhausted through an SAR louvered deck lid by both Camaro and Lincoln electric fans. John always preferred the early injected funny cars with a

Moon tank inserted in the grille to get the fuel level higher than the camshaft-driven Hillborn fuel pumps. An aluminum ’34 Ford grille shell was purchased from eBay and, after narrowing and shortening the shell, John purchased a 2.5-inch punch and fabricated the grille insert. This Moon tank doesn’t contain fuel, though; but rather it is an air/oil separator for the vacuum pump system. The front-mounted distributor actually has only one tooth. It’s a camshaft event marker

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REAL HOT ROD

for the FAST system. Mike Dunn fabricated the toothed belt drive system and a crank trigger system provides the ignition signals. Moroso wires complete the package. The all-steel body was slightly wedge-chopped (4 inches at the B pillar) as John al-

ways felt that part of the ’41 Willys’ “badness” appeal was because the rear of the top sloped forward, so John cut the top skin loose from the window frames and leaned the rear portion forward as much as the roll cage would allow. The windshield was also

548 cubic inch big-block ario, California dyno tested a Vrbancic Brothers Racing in Ont ched with an Edelbrock mat ds or 24° CNC cylinder hea Chevy with Edelbrock/Musi Vict over 1,550 horsepower . This combination resulted in Super Victor II intake manifold and 1,100 ft-lbs. of torque! Manley dual-spring valve ds feature an extra thick deck, Edelbrock/Musi Victor 24° hea ilable bare or complete. for up to .880” lift. They are ava springs and titanium retainers 270 tor intake manifold #29 The Edelbrock Super Vic e larg tch ma the ports to features a 3/4”radius in ds. hea er ind cyl t por oval CNC’d for a variety of custom This manifold is suitable er, ow sep hor h hig n der for mo cylinder heads required HP. + 950 g kin ma s ine large displacment eng FOLLOW US ON:

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june2018 | RPM Magazine

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TIGHT SQUEEZE Inside, the ’34 covers all the bases; strip, street, street rod, and show. A custom billet dash houses a full array of analog gauges, and the billet column drop is actually the small end out a connecting rod from the “Havoc” top fuel dragster (#2 in IHRA points in 1993).

www.rpm-mag.com | june2018

D O R T O H L A E R A BUILDING

2 3

5 4

8 7

Constructing a car of this caliber takes time, talent, and treasure. (1) The mild steel main frame rails are from a street rod frame kit and the NHRA-approved chromoly roll cage was fabricated by Jim Wiens Racing. (2) The 8.50 second cerified cage is all chromoly with some extra tubes added for additional stiffness. (3) John started with Speedway bomber seats and then narrowed them to fit between the driveshaft tunnel and the roll cage. (4) Proofpositive this is an all-steel survivor ’34 Ford body. (5) All chassis and body fitment was done on a frame jig. (6) Notice the unusual owner-fabricated firewall. The A pillar (windshield) was laid back to match the slope of the firewall edge, while the rear of the top was laid forward to look more like ‘35-’36 Ford coupes. (7) The body was completely painted by Bob Brauch inside and out and then installed over the roll cage. (8) The Toyota master cylinder, the electrical board and the computer are all attached to the crossover bar in the roll cage. (9) The 693-inch behemoth is based on a New Century Performance block with Brodix Big Duke Heads, a 3-inch Kinsler stack injection, and owner fabricated zoomies with a separate exit out the bottom for mufflers. (10) Because of its close proximity to the driver and passenger, the complete driveshaft is enclosed in 1/8-inch chromoly plate. Interior panels are all aluminum so the car will look like an old altered.

june2018 | RPM Magazine

FAST COMPANY John is reunited with his old ‘69 funny car at the National Hot Rod Reunion a few years ago.

REAL HOT ROD flush-mounted to increase forward visibility. The rear fender openings were raised 4 inches along the body belt line to help lower the body on the chassis. Since this car should run about 160 MPH in the quarter-mile, John felt this was necessary to further improve handling so a custom-fabricated anti-roll bar will also increase lateral stability. And the parachute, it was installed to actually slow the car—and yes, it will see the dragstrip.

John and Lowell intend to run the car just to see what it will do. A local pro mod driver (Jim Wiens) will shoe the ’34 since John and Lowell feel that the reflexes of the younger driver must be better than theirs. The moral of this story… hold on to your dreams. This stunning, street legal and track ready ’34 Ford is proof-positive that no matter what path we travel through life, one day those dreams just might come true.

www.rpm-mag.com | june2018

Page 68

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n late 1963, Pontiac showrooms and car lots were abuzz over the latest and greatest offering from the brand. Preparation was underway for welcoming the new Pontiac GTO. John DeLorean, Bill Collins,

and Russ Gee were responsible for the GTO’s creation and the name came from DeLorean who got inspiration from the Ferrari 250 GTO. GTO, an Italian abbreviation for “Gran Turismo Omologato,” translated into English as “Grand

Touring Homologated,” basically means that a car is officially certified for racing in the grand touring class. The GTO we know, however, was never a Grand Touring car, but the name is cool, and it stuck. Internally in Pontiac it was called the

“Grand Tempest Option” one of many in the Pontiac lineup with “Grand” in the name. And from that initial 1964 model year offering, the cars just got better and better and the performance car buying public ate them up. In 1969 “The Judge”

With Pro Line Racing Engines and Diamond pistons, Q80 Racing team resets quarter-mile doorslammer record at 5.46 seconds and 272mph “Diamond’s contributions have been invaluable.” Doug Patton, Pro Line Racing Engines

Diamond’s turbo pistons make big power and combat heat and pressure. • Forged from 2618 aluminum with Herculean pin bosses that accomodate tough TP-1 or H13 tool steel piston pins • Lower skirt rigidity maintained by full-circumference designs that boast the strongest-known stiffening ribs • Hard-coat anodizing, ceramic crowns, and moly skirt coatings available • Fastest turnaround time on custom pistons Questions? Knowledgeable Tech Support: M-F, 9AM-5PM EST

june 2018 | RPM Magazine

Call today: 586.792.6620 or visit diamondracing.net

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CARBON FIBER & CNC’D PERFECTION Nice touches of carbon add to the overall look. Stock front frame rails run all the way up front, just like it came from the Pontiac Division of GM in 1969. The Visner built billet intake and throttle body add not just function but enormous bling under the hood as do billet valve covers, polished piping and custom inner fenderwells. was introduced. Advertisements used slogans like “All rise for the Judge” and “The Judge can be bought.” As originally conceived, the Judge was set to be a low-cost GTO that was stripped of some features to make it more competitive with the Plymouth Road Runner and Chevrolet Chevelle. The package was a whopping $332 more than

a standard GTO and that included the Ram Air III engine, Rally II wheels without the trim rings and wider tires, a Hurst T-handle shifter, a decal package, and rear spoiler. All this was good for a tire-smokin’ 13.90 at 103 mph from the dealer. There was just no way those bias-ply Redline tires could hold the Ram Air power and torque just

XX WWF-F3 -3 EE SS NN EE C U DDUC OO ! RR P PP H + 00+ HP ! 00 ,5,5 33

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SIKGOAT

GOT YER GOAT? With an all-steel body minus the fiberglass hood, the SikGoat still has its factory lines. Jay Strickland’s beautiful body and paint work looks even better in person. The GTO is one of Pontiac’s best efforts in the performance muscle car line up. Could a retro look like the Dodge Challenger of today have saved the Pontiac brand from GM’s dropping of the line? We will never know.

www.rpm-mag.com | june 2018

SIKGOAT GOING FAST SITTING STILL Underneath, a ladder bar/coilover suspension gets the car hooked up.

june 2018 | RPM Magazine

WHEELS UP LAUNCH Notice anything different in this picture? No more wheelie bars. After working on the car over the winter months, Tony and crew removed the bars at the first Warriors race of the new year and came out of it with a new best ET and MPH in the eighth of 4.71 @ 158.

SEATING FOR ONE Inside the car, it’s a mix of factory interior and race car. The passenger seat was removed to make room for intercooler piping. The factory dash and door panels along with carpet and headliner finish off the interior. itching to bust free from the engine bay. With a few simple mods like a set of headers, street slicks, and a bigger carb with some tuning you had yourself a daily driver in the 12s! Not bad at all, and it did create some competition for the Chevelle and Road Runner. The 1968/69 GTO styling caught on and remains an almost cult following today. For hardcore Pontiac folks like Woodstock, Maryland’s Tony Oliveira,

building a killer GTO just seemed like the right thing to do, and Oliveira, who owns Concrete Construction in Maryland, built this super-clean ’69 GTO you see here from an Ebay find 11 years ago. Tony admits he started his racing like so many others on the streets in Maryland, but by the late 1980s he stepped away from racing and cars to start a family and build his business. “The first car I street raced was a 1968 Chevelle

that was Pontiac powered,” exclaimed Oliveira. (Now that’s a hardcore Pontiac guy.) “It ran in the 10.40s back in the ’80s,” he added. Mid10s would put Oliveira as one of the faster street cars for the day and that, along with a like-minded group of high school friends who took him to his first street race, would be the reason Tony got into cars and racing, and he’s been hooked ever since. The base for Oliveira’s Goat,

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SIKGOAT

FLYING IRON Launching off the starting line at the World Cup Finals at Maryland International Raceway in November 2017. By far the heaviest car in the class with lightweight Imports. And check out the tags...they’re good through the year 2019. which goes by the name “SikGoat,” was purchased off of Ebay in 2007. “We brought it straight home and started stripping the car down to start the build,” he said. Up front, the chassis remains OEM GTO, however, the rear of the car needed some serious work to handle the planned power. The backhalf mini-tub

june 2018 | RPM Magazine

chassis was designed and built by Ralph Hardesty at Superior Automotive. A Fab9 rearend with spool, 3.70 gears and Strange 40-spline axles is suspended by a set of ladder bars and coilover shocks out back. Front suspension is from TRZ and Wilwood disc brakes along with the required parachute (yes it’s that fast!) help slow

down the heavyweight. Mickey Thompson Pro 5 wheels wrapped in Mickey Thompson 33x10.5W tires out back get the hook needed to get the ProCharged Poncho moving down track. Yes we said ProCharged… but we’ll get to that in a minute. The super-straight and smooth body and paint work was

www.rpm-mag.com | june 2018

SIKGOAT

NICE MIX The GTO’s interior features a well integrated combination of factory pieces and modern safety equipment. Case in point: the factory steering column still has a functional ignition switch to start the Goat, while the cleanly fabricated funny car cage, 3-inch safety harness, and safety net ensure Oliviera stays safe.

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COOL COCKPIT Where the rear seat would be now sits the intercooler. The piping runs along where the passenger seat would be into the engine bay to meet up with the throttle body and ProCharger.

expertly handled by Jay Stickland, and by the way, this potent Poncho retains its steel fenders, doors, trunk lid, and all original rear glass. And the steel rear bumper and factory front grill with all the working original lights put this car at a solid 10 on the RPM

cool street car meter. Sure, Oliveira could have easily went with a carbon front end and doors, all poly windows and hacked-up the quarters to make it lighter, but he felt that would take the “street” out of the his street car, and he just didn’t want an all-out race car.

Unlike what you see on “reality” TV, a license plate and fog lights for headlights does not make a race car a street car in the real world. It’s a pretty safe bet that anyone who puts Pontiac power into a Chevelle in the 1980s and comes out of it with a 10-second car

will put Pontiac power in his GTO—only this time around the ante has been upped, substantially. Building a Chevy to sit between the frame rails? … well thems are almost fighting words with the hardcore Pontiac crowd! Oliveira gave Brian

Roche the call to start on a new engine. Roche has built record setting engines for drag radial racers such as Richie Stine, Chris Evans, Chris Little, and Outlaw 10.5 standout Mike Decker, Jr. as well as PDRA Pro Boost racer and former Outlaw 10.5 multi-time winner

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www.rpm-mag.com | june 2018

SIKGOAT

DON’T BLOW IT All that extra power comes from this F3R geardrive ProCharger. With the amount of power that can be made with these superchargers look for this Goat to possibly get down into the high 6-second zone later this year. The airbrushed front license plate gets plenty attention from passersby.

june 2018 | RPM Magazine

and record holder Chuck Ulsch. Starting with a 4.375 bore and 4.250 stroke, Roche built 511 cubic inches of Pontiac. A Crower billet crankshaft along with GRP aluminum rods were used with a set of Diamond pistons. I’ve always been told that a key part of getting a Pontiac engine to run hard is in the cylinder heads, and Visner

Engine Development billet heads with Visner rocker arms and Jesel lifters do the job very well for Oliveira’s build. And when it came to an intake, the crew at Visner built a custom billet piece to pair with one of their 123 mm throttle bodies. 225-pound Billet Atomizer injectors were used and a FuelTech FT500 EFI system controls delivery.

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SIKGOAT

TONY OLIVIERA’S 1969 PONTIAC GTO

BLING BLING The billet VED heads and valve covers match the equally awesome CNC intake. The massive injectors come from Atomizer to feed the thirsty engine Q16 fuel.

Boost comes into the program via a gear-driven ProCharger F3-136 and spent gasses exit through set of Outlaw Stainless headers and 4-inch mufflers. A Carl Rossler-built 3-speed TH400 transmission equipped with a PTC 10-inch converter sends power rearward to the fabricated 9-inch rearend. Like we said, this is no lightweight

big-tire racecar, but this full bodied street car can still duke it out with the heavy hitters. At 3,740 pounds, this heavyweight Goat moves out to the tune of 7.22 at 193 mph in the quarter-mile! And, by the way, there’s more to play with, much more. You can find SikGoat racing in the Warriors Outlaw Racing series (covered in last month’s issue of RPM). The

june 2018 | RPM Magazine

series takes things back somewhat to the roots of Outlaw 10.5 which is exactly what this car was built around. Tony picked up a win at Capitol Raceway in October 2017 with the Warriors and is looking to expand on that for 2018. Keep an eye out for the SikGoat to keep pushing the limits to what may be the quickest and fastest steel bodied backhalf Pontiac in the world!

Chassis: Backhalf chassis built by Ralph Hardesty of Superior Automotive. 3,740lbs. Suspension: FRONT: Stock factory frame rails with TRZ tubular A arms. Adjustable coilovers and manual rack along with Wilwood brakes. REAR: Ladder bar with adjustable coilovers. Body & Paint: Jay Strickland body and paint work. Steel body panels besides glass hood. House of Kolor purple. Engine: 511CI Pontiac by Roche Racing Engines. Visner Engineering billet inake, heads, and valetrain. Crower billet crank MGP rods Diamond pistons. LSM 55mm roller cam. Induction: Visner 123mm throttle body. Billet Atomizer 225lb injectors. Power Adder: ProCharger F3-136 gear drive supercharger. Electronics & Ignition: FuelTech FT500 EFI. RacePak AF4. Transmission: Rossler 3-speed TH400. PTC 10-inch converter. Differential: Fab-9 rear with Strange 40-spline axles and 3.70 gear. Performance: 4.71@153 and 7.22@193 Special Thanks: Ralph Hardesty @ Superior Automotive, Brian Roche @ Roche Racing Engines, Dave Visner @Visner Engineering, Joe Opalaski @ Hyperaktive Power Solutions, Cameron @ Fueltech USA, Sergio @ ProCharger, Lane @ PTC Converters, Dave Chew @ Chewey Automotive, Rob @ Autofab, Billy Carpenter, Dillon Carpenter, Billy Underwood and Sherwood Gray.

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The

P story by

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photos by

Will McDougle

hoenix, Arizona is hot. Check that. Phoenix, Arizona is freaking hot. With nearly 300 days of sunshine per year (299, actually, if you really needed to know) and an average temp of 106 degrees in July, the desert oasis might be best known for its

searing temps, but a quick look around reveals that the custom car scene is pretty smokin’, too. Surprise, Arizona resident Steve Bullock grew up just north of Phoenix and as much as the stifling heat undoubtedly taxed his body’s thermoregulatory system, it was the killer street machines

that shaped his longterm automotive dreams. “When I was about 10 years old, we moved to North Phoenix near an industrial area that had several machine/ fabrication shops. I used to frequent these places after school, just begging to push a broom so I could be around the cars and

www.rpm-mag.com | june 2018

EXPRESS DELIVERY soak up any information about these badass machines I saw and heard daily,” he recalled. It wasn’t long before his youthful exuberance and determination was rewarded—with a non-paid position as a shop hand. The voluntary long-term internship included such “high profile” tasks as washing cars, taking out the trash, and pulling weeds in the parking lot. However, at the same time, Bullock also took in all the fabrication, machining, and racing knowledge and skills he could, biding his time until he could finally build a car of his own.

At the same time, the Phoenix street racing scene was nearly in Bullock’s backyard, further influencing his supple young mind with visions of a tagged and titled street brawler that was equally comfortable taking cash and hurting feelings as it was idling down to the ice cream shop for a Saturday night treat. The end result was a nearly unshakable desire to build a no-compromises street machine that was ready to prove its mettle on the street or on the strip. But mostly the street. “I have built and owned lots of cars over the years, all of which were

heavily street raced and very seldomly went to the track due to no safety equipment. I could only make a few 300-foot hits and one or two all-out passes before I’d usually get the boot!” he recalled with a chuckle. “I got the nickname of “Sandbagger Steve” from other street racers I was around at that time, as I always beat the majority of the cars I raced by a fender no matter how fast they were or what they came back with to run,” he added. Most recently, ol’ “SANBAG” runs a heavily modified pro street 1969 Nova that he first noticed on

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www.rpm-mag.com | june 2018

STEVE BULLOCK’S PRO STREET 1969 CHEVY NOVA Chassis: Factory front subframe with square tube back half and subframe connectors. Suspension & Brakes: FRONT: Stock-style front end with Smith Racecraft chromoly upper and lower control arms, Viking double-adjustable coilovers, Smith Racecraft rack and pinion steering kit, subframe weight reduction, and TBM lightweight front brake kit. REAR: Square tube back half, custom ladder bars, and Afco Big Gun double-adjustable rear coil overs. Body & Paint: All-original steel except Harwood fiberglass 6-inch bolt-on hood. Rear quarter wheel openings stretched to accommodate rear tires. 2006 Ford Mustang Legend Lime basecoat with pearl clear. White rally stripes. Engine: RWR(Rick Watters)/WFO(Kelly Bluebaugh) 406 ci Dart Lil’ M block with 4.125 bore and billet splayed caps. Callies 3.800-inch stroke crankshaft with Oliver billet rods and Diamond 11.8:1 pistons. Jesel belt drive and Bullet custom spec solid roller camshaft (4/7 swap). 23-degree RHS cnc’d heads with T&D 1.6 shaft roller rockers, Manley Nextek dual valve springs, Manley stainless valves, Manley 7/16-inch push rods. ARP head studs, main studs, and rod bolts. Induction: Edelbrock Super Victor II intake manifold with Kevin Van Noy-built CSU dual needle and seat bowl 750 CFM blow-through carb. Power Adders: Twin 3.2 Zeta billet wheel 68mm turbochargers set up by Ben at AGP Turbo. Electronics & Ignition: MSD Grid ignition with flying magnet crank trigger. Moroso Ultra 40 wires to the NGK plugs. MSD C02-assisted boost controller with Leash bump box. Racepak data logger with Racepak digital dash. Transmission: Hughes Racing Transmissions Pro Glide automatic transmission with Reid case and trans brake. Hughes Racing Transmissions billet hybrid converter with anti-ballooning plates by Pete Nichols. Differential: Braced and narrowed 12-bolt housing with 4:88 gears, 33-spline Moser axles, spool, C-clip eliminators, and DTS rear cover with girdle. Special Thanks: “Special thanks to RWR (Rick Watters Racing), WFO Racing Engines (Kelly Bluebaugh), Wild Side Machine (Billy Kinkade), AGP Turbo (Ben), CSU Carbs (Kevin Nan Noy), Rich and Ricky at Bogart Racing Wheels, Pete at Hughes Transmission, Aeromotive Fuel Systems, and Hoosier Tires along with a short list of friends: Jim Curtis, Tim Rigby, Brandon Bullock, Bill Kinkade, Jeff Bomyea, Jason Nolan, Turbo Dave Welker, Rick Webb and my beautiful wife Stephanie for putting up with me and my addiction!”

Craigslist in San Jose, California. Problem was, the car was 24 hours away round-trip and the $30,000 price tag seemed steep for a project. “I made contact with the owner, but couldn’t strike a deal, and then the car seemed to disappear,” he said. Sometime later, it reemerged on Facebook for $25k, so Bullock made a low-ball offer with a promise for a nearly impossible next-day pickup. The owner bit,

june 2018 | RPM Magazine

and Bullock started calling up friends in order to figure out how to successfully make good on his offer. “I decided to pull the trigger on the purchase at 11 pm on Saturday night, so my good friends Tim Rigby, Jim Curtis, son Brandon Bullock, and I hitched up my truck and trailer and headed out so that we could make the drive non-stop there and back in 24 hours, since I had to be at work

Monday morning at 6 am,” he said. Arriving at the owner’s house in California early Sunday, he fired the car up, drove it around the block, exchanged cash for title, loaded the car on the trailer, and booked it home in near record time. It wouldn’t be the last time the Nova went somewhere in a hurry. Fresh off the trailer, the car had a Brodix-headed 468 BBC with a solid roller cam, and an NOS

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EXPRESS DELIVERY plate system with a narrowed and braced 12-bolt, and a set of Goodyear 14x32s out back. The stock front subframe had been tied in to a square tube backhalf with ladder bars and the all-original steel (except for the Harwood fiberglass 6-inch bolton hood) was painted a unique 2006 Ford Mustang Legend Lime basecoat color with pearl clear and white rally stripes. Body mods had been limited to a mild stretch to the rear quarter wheel openings to accommodate the obese rear tires. It had the makings of a fast street car, however, after just one hit, Bullock knew he had work to do. “I wasn’t happy with how much the new car weighed with the heavy big block up

front nor the power it made, so I opted to remove the BBC and install my twin turbo small block/Pro Glide combo along with all the electronics left over from the sale of a previous radial car. The mighty mouse is a RWR (Rick Watters)/WFO (Kelly Bluebaugh) creation that began as a 406 ci Dart Lil’ M block with 4.125 bore and billet splayed caps. A Callies 3.800-inch stroke crankshaft was partnered with 5.850 Oliver billet rods and Diamond 11.8:1 compression coated pistons and a Bullet custom spec solid roller camshaft (4/7 swap) was partnered with Isky Red Zone lifters. A Jesel belt drive minimizes harmonics and keeps the bumpstick spinning while a Melling

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EXPRESS DELIVERY high-volume oil pump and Stef’s aluminum pan keep things lubed on the bottom end. RHS cnc’d heads with T&D shaft roller rockers and Manley stainless valves were bolted in place via ARP head studs, matching the ARP main studs and rod bolts. Up top, an Edelbrock Super Victor II intake manifold was crowned with a Kevin Van Noy-built CSU 750 CFM blow-through carb set up for E85. The Extreme Velocity hat swallows the copious amounts of atmosphere shoved at it via the twin 3.2 Zeta billet wheel

68mm turbos (plans are in the works for an upgrade to twin 76s soon). Evan Davy of 1320 Industries fabbed up the custom 1-3/4-inch stainless turbo headers and 3.5-inch fender-exit dumps. Twin Aeromotive Pro Series pumps and an Aeromotive boost-referenced regulator adequately flow all the high-octane corn product the Chevy can swallow and burn. The classic Nova’s looks might be a bit deceiving, as it is crammed full of all the high-tech electronics of a modern spacecraft. The MSD Grid ignition

TEAM GREEN The factory dash and door panels lend a nostalgic feel, as does the green headliner, while the RacePak dash, Kirkey buckets, and G-Force harnesses add a modern touch.

june 2018 | RPM Magazine

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EXPRESS DELIVERY with flying magnet crank trigger provides tons of adjustability and tunability, as does the MSD C02-assisted boost controller with Leash bump box. Data acquisition and display are handled by a Racepak data logger and Racepak digital dash, respectively. Backing the estimated 1,300-horse mill is a Hughes Racing Transmissions Pro Glide automatic transmission with Reid case and trans brake. Hughes also built the billet hybrid converter with anti-ballooning plates that runs in the car, ensuring rock-solid reliability launch after launch. Rolling stock consists of skinny RC Comp 17x4 Exile S wheels with Mickey Thompson S/R Radials up front with portly 15 x 15 Bogart Racing beadlocked hoops shod with Hoosier 32x14.50-15W meats out back. The black-n-tin interior is all busi-

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ness, with a pair of Kirkey fabricated racing buckets, a PPP air-assisted shifter, and the custom cage snaking its way around the relatively spartan cockpit. An overhead cage-mounted ARC soft-touch switch panel allows driver commands at the touch of a button while the G-Force Racing harnesses and window net keep occupants safe and (the track tech inspector happy). All told, the build took about six months, but the end result has already proven victorious. Bullock managed to advance to the finals at Tucson Drag Way through an impressive field of competitors to face off for the crownâ&#x20AC;&#x201D;not to mention a $10k purse. â&#x20AC;&#x153;We had to face Cole Dow in the finals in a his big block, tube chassis, multi-stage

june 2018 | RPM Magazine

sprayed ’55 Chevy Bel Air. We were 200% out-gunned and nervous going in, but we bumped in with the bump box and I was on that light—I got out on him and he took the tires off down track as I ran away from him,” he recalled. And with that, the Nova deliv-

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RPM PROJECT CAR

GET WIRED! story and photos by

Scott Forbes >>OCD skills and install techniques collide to get our Project Acadian closer to the finish line

rojects are shelved for many reasons—sometimes financial, family, time, all of the above, or one of a million other reasons. Sometimes life just gets in the way. For me, I find mental blocks are a huge problem, there, I said it. What lies behind these blocks can be one of a million different things, but, for the case of this installment of Acadian Revival, it all boils down

to one word: wiring. This task—coupled with the often-overused acronym “OCD” (Obsessive Compulsive Disorder)—created a wiring project that we never intended to complete to this degree. While this project has taken time away from other aspects of the build, it is one that will be well worth it in the end. The biggest challenge, though, was getting past thinking too much about the project rather than just getting on with it.

I can’t fight the thoughts of doing it to higher level, consistent with my knowledge and skillset today. This eventually forced me to do something I didn’t really intend to do (to this extent) when we started Project Acadian Revival. Wiring can become the perfect storm for a mental block. You go through all the details hundreds of times before even laying one wire in the car and never touch your project. And that is not good.

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While I don’t really have OCD in the traditional medical sense, I do have OCCD (“Obsessive Compulsive Car Disorder”). I obsess, or by definition, “preoccupy or fill my mind continually, intrusively, and to a troubling extent” about certain projects. This causes me to be compulsive, “to have an irresistible urge to behave in a certain way, especially against conscious wishes.” In this case, I know my current wiring will do the job but

june 2018 | RPM Magazine

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OCCD TAKES MANY FORMS... Doing the job right is what separates the me-too builds from the true quality jobs. Having the right tools and supplies is certainly part of the battle, but there’s no replacement for good old fashioned attention to detail.

As discussed, the Acadian is now on its third transformation during its life. This time, all the wiring is being replaced with fresh new strands and the addition of EFI to the mix adds to that task. I personally like wiring. I understand it, but that OCCD gets the best of me. Sometimes I wish I could just leave well enough alone. Back in the March 2018 issue of RPM we showed you the “rat’s nest” we started with and some of the new wiring we had installed…but, we just couldn’t stop there. Reliability lies in the detail of your wiring. Chances are that if your wiring is a mess, the finer details were left out, too. This, however, as evidenced all over social media, can be taken to a completely out of control level, but for me I would be happy if everything just looked and worked as it did (or should) from the factory. What do I mean by that? Picture a road map. You have interstate highways which would be your main wiring trunk under the dash coming from your fuse panel. From that you have your two-lane highways which take you to a smaller sub systems like your engine, lighting systems etc. Then you have your city streets. I think we all hate following confusing dead-end roads, go-nowhere courts and generally poorly laid-out

neighborhood streets that get you lost just a few streets in. If you try to plan your harness out so that the highways are few yet reach the most city streets possible, and keep those short and direct, your harness will be tidy. We could go into details of wire lengths and their load capacities over a given length, the proper tools to use for proper crimps, the uses of relays, fuses and circuit breakers, however that could go on for days. In this article we’ll deal more with the trials of getting your old project dusted off and back on the road. By all means though, if you are not comfortable with wiring (and once you see the photos in this article you might not be), seek the advice of someone who is, or give the project to someone with a good reputation for successful high performance wiring jobs. There are a lot of great companies on the market that make harnesses for everything under the sun these days. There really is no reason to make your own. However, sometimes cleaning up the flow of the harness requires some TLC. If you’re looking for all the parts and pieces to work into your wiring project, Performance Plus Connection is a great place to start, it’s like a candy store for wiring! Fortunately, suppliers like this of OEM style connectors and

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RPM PROJECT CAR terminals are available to give our projects that OEM look, plus, they supply most every aftermarket wiring accessory you can think of, too. We used these resources to shorten, add and generally tidy up our harnesses so that there would be no splices or janky connections in the flow of our harness. Our EFI harness is a great example. We removed and or shortened all but a dozen of the 160 wires in the EFI harness. We crimped OEM Packard terminals onto the original wire and no ones the wiser. This however, required the harness to

be installed and removed from the car and engine a couple times, but it insures a well routed harness. The use of a factory wiring diagram and some good notes along the way will help keep you on point. I for one donâ&#x20AC;&#x2122;t remember things as well as I used to. Because these 60s cars came with none of this wonderful electronic stuff, planning comes into play in a big way. Some planning is done in advance and some on the fly. For example, I knew where I could fit the ECM when I started so I ran with it. I did, however, overlook a multitude of modules.

In comes the use of CAD software and a CNC plasma table. We have it, so we may as well use it. We designed a mounting bracket that the ECM could mount to along with the fuse/relay that comes with it. From there, we added an additional fuse panel and bank of OEM 30 amp relays. We also added a panel that would mount all of our modules that would require tweaking at the track or on the road. One of these would be our Edelbrock 71900 Progressive nitrous controller. These modules are easily accessible through the glove box door. We also installed our twostep, RPM window switch and electric fan/water pump controller. Planning of the wiring for these was fun. Through

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MORE ATTENTION TO DETAIL We used CAD to design a custom bracket to mount the ECM, all of our fuses and relays, the Edelbrock progressive controller, and the two-step and RPM window switch. The end result is orderly and clean connections that not only look good, but will make troubleshooting far easier in the future.

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RPM PROJECT CAR the use of a relays, Normally Open “NO” and Normally Closed “NC” circuits we are able to effectively build in safeties to make sure we never launch the hood off the car at the starting line if the car ever stalled. The main harness in the car is getting the same treatment. The dash is all wired and quick connectors are used to be able to service the car the same way you would expect your daily driver to be. All connections with the exception of OEM crimps should be soldered and heat shrunk. Once again, the car harness is getting a nip and tuck job. Many of the factory firewall bulkhead wires will get re-purposed to run fans, the water pump, nitrous and all the new modern stuff. The fewer wires I can pass through a grommet will make me feel warm and fuzzy inside. Where does all this leave us? Well, now that we have wiring well in-hand, we can move forward with everything else. Although

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for this combination we really didn’t need them, we have upgraded our factory LS7 injectors to larger injectors for our future plans with the motor and we are toying with the idea of running E85, although it is not readily available in my immediate area. For now, though, our tuner (Kevin at Car Tuning) is on standby for the first startup which should be happening just as you are reading this. The factory E85 compatible ECM will be tuned Speed Density. We’re getting anxious to finally hear this run and hopefully, with the nice weather settling in and the bulk of the wiring detail being out of the way, I am past my mental block stage and will be driving this car shortly. Catch up with us next time as we bring everyone up to speed on the engine and transmission, firing the car and finally getting our Induction Solutions nitrous system fully installed and tested.

june 2018 | RPM Magazine

WELL PLANNED STEPS The best way to ensure your wiring job is done right is to plan everything and diagram it out on paper before putting it into action in the car. We’ll be showing you some cool software to help you do the job in Project aPocalypSe Horse the coming months, but good old fashioned pen (well, pencil!) and paper can do the job just fine, too. Once every circuit is diagrammed out, the process becomes one of just connecting the dots (or wires!) as cleanly and neatly as possible.

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HOME Grown

COPO

RPM PROJECT CAR

Jay Misener

>> Our project Camaro attempts to rise from the ashes and gets a whole bunch of new tricks!

few mont hs back, in the April 2018 issue of RPM, we reported that Project HOMEGROWN COPO had experienced more adversity in its life….as if being poked

and prodded by a fork truck and rescued from the crusher wasn’t enough. Thankfully, our COPO tribute survived the fire with just a few bruises—nothing that can’t be repaired. In our last installment we also touched on

the initial plan for the first naturally aspirated LS powerplant that would be slid into the car (if you missed it, you can bring yourself up to speed by visiting the RPM April E-magazine at https:// issuu.com/rpmmag/docs/

april_2018 ) After recovering from the fire, HGC (HomeGrown COPO) was moved from its secret location back to the shop and there were a number of small items needed on the car that were taken care

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june 2018 | RPM Magazine

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1 of while waiting for engine parts. We chose Optic Armor windows for the tribute car. Optic Armor windshields combine the light weight, strength, and safety of polycarbonate with the optical clarity and scratch resistance of glass, so they were a no-brainer for the project. Both Optic Armor

door glasses have been cut and fitted in the car. You literally can’t tell them from real glass. This stuff is amazing—the curve of the window sheet is perfect. Stacey Cromwell of CT Auto started by laying a factory glass on the rectangle sheet of Optic Armor so it could be traced out. Once that was done, he carefully cut the glass with a

2 jig saw leaving it a touch big so it could be sanded smooth to the correct size. The driver side glass went into the door first so that we could test our newly-figured-out window motors. You might say, “they’re just window motors, put power and ground to them and away you go.” Unfortunately, in today’s high-tech

Stacey Cromwell of CT Auto expertly handles the Optic Armor door window fabrication and install, first rough cutting the shape with a jigsaw (1) then sanding the edges smooth with a sanding block (2 & 3). Installed, you can’t tell it’s not glass (4)!

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RPM PROJECT CAR 5

5 & 6: With the Optic Armor side widows cut to shape and installed, Eric Webber tackled the chore of integrating the factory window motors/regulators to work with the new setup. Far from a simple â&#x20AC;&#x153;plug and playâ&#x20AC;? operation, the finished install saves weight but still gives a clean, factory-fresh look.

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world it’s not quite that easy. We are trying to keep this car as light as possible and reducing the amount of factory wiring, and ditching the factory body control module and all its wiring, will save weight and clutter. To do this we had to figure out how exactly the factory window motors worked. So, with the help of good buddy Eric Webber (AKA The Green Bastard) we took them apart and found a chip in them that controls all the functions, and Webber figured out a way to bypass these chips and in fact use the little relay that is on the chip to control the up and down movement of the windows. Now that’s cool! Optic Armor will also be installed for the windshield and rear window. Check out this video of the window operation. It may seem like a small thing, but winning many small battles wins the war. On the engine front, parts have been coming in and we’ve been getting them to the engine shop, New Generation Engines. As reported a few months back,

7: New Generation Engines’ Andrew Blanchard is setting the Mast Motorsports cylinder head up on the flow bench. They flowed 406 cfm on the intake! While at it, we also measured for valve springs and camshaft lift. we have our Mast Motorsports cylinder heads that have now flowed a little over 400cfm on the bench along with their matching intake. We now have our Lunati Pro Series I-Beam rods and crankshaft that are rated for 1500hp, and Ross Pistons is making a set of custom pistons for the motor. More on these parts when we cover our LS motor build in an upcoming issue.

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RPM PROJECT CAR We also now have 95 percent of the fuel system from Holley, and another friend, Darryl Chatterson, is fabricating a fuel cell to fit the car so we can drop the Holley pump directly in the tank for a cleaner look and the pump being submersed in the tank will help cool it. Inside the car we have really just been poking away at whatever we can. Willy The Stitch from Tom’s Upholstery should have the headliner and interior panels ready soon. The Green Bastard is also figuring out the sunroof motor so we can keep that operating as factory, too. After this we’ll install the interior panels and seats. We fabbed up some filler panels out of aluminum and installed them into the rear package tray and

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original shifter openings, and Ron Laing is using a 3D printer to make a bezel to mount the Holley EFI Digital Dash into the factory Camaro dash where the original cluster would have been for a very clean look. If you haven’t looked into the Holley EFI Digital Dash PART# 553-106, you need to. It is completely customizable with a variety of gauge and indicator screens that can be programmed to display any parameter you need. The dash also offers a virtual switch panel, user defined alarms, configurable shift lights and can control on screen playback of your EFI data logs. We’ll talk more in-depth about its features and benefits once we get it installed and operational.

june 2018 | RPM Magazine

8 & 9: Our Lunati Pro Series LS crank and I-Beam rods.

11 10 & 11: The Holley EFI Digital Dash.

We sourced the manual brake pedal kit from MPR Race Cars in Michigan and while at it we also got the panel that the pedals attach to. Remember, the pedal in the original Camaro is electronic and we need to convert it to mechanical. A piece of the firewall section has to be removed

and we made filler panels to cover the holes that were used for factory wiring harnesses. We then had to modify the factory pedal by fabricating a steel arm and attaching it to the side so we could mount a throttle cable to it. Once this was all setup we installed it in the car.

12 13

12, 13, & 14: Our Project HGC Pedal assembly was changed to a mechanical system then installed.

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RPM PROJECT CAR 15

waiting for brakes. We have all the electrical figured out but we are waiting Finally, once the car is comfor the wiring board to come in plete it will have the paint and so we can start wiring the car. body touched up at CT Auto. With regards to the rolling In a nutshell, the past few chassis and suspension, as months following the fire have reported over the winter, the been made up of regrouping 9-inch rear end housing along and covering a lot of the small with the pan hard bar, anti-roll items that need to be taken bar, and Afco Double Adjustcare of prior to major assemable rear shocks are installed bly. Be sure to catch us a few in the car and painted. We also months down the road as we have the mark Williams alustart to really bring minum center section installed our HOMEGROWN and it currently has a 4.86 gear COPO to life. ratio which may or may not stay in the car once we run it. Brakes are on the way and then we will run our Optic Armor lines. Several months www.opticarmorwindows.com back we showed how we borrowed a few sets of 573.317.9066 wheels from friends to figure out the wheel offsets Lunati that worked and looked www.lunatipower.com best, and once our wheel/ 662.892.1500 tire combo comes in weâ&#x20AC;&#x2122;ll bolt them on to have the Holley car rolling on the real www.holley.com deals. Front suspension 866.464.6553 is complete and also just

SOURCES

15: Our completely assembled Ford 9-inch is all finish painted and installed along with suspension. Weâ&#x20AC;&#x2122;re ready to go back here aside from brakes.

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