RPM Magazine March Issue 2014

V.P. MARKETING/CUSTOMER RELATIONS.......TRISH BIRO trish@rpm-mag.com E-MAGAZINE ASSOCIATE EDITOR.........................IAN RAE ian@rpm-mag.com EVENT MEDIA DIRECTOR.....................................TONY WEBER tony.weber@rpm-mag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpm-mag.com Photographic Contributions: TONY WEBER, TIM LEWIS, BRIAN HANSEN, PETE “BOOMER” ORES, PAUL SCHMITZ, LOGAN WEBER, MARK goDragRacing.org, TOMMY LEE BYRD, www.DragStory.com, BRIAN TYLER, GEORGE PICH, TOBY BROOKS Editorial Contributions: IAN RAE, TONY WEBER, TIM LEWIS, CHUCK SCOTT, TOMMY LEE BYRD, BRIAN HANSEN, BEN STRADER, MARK goDragRacing.org, RAY KNIGHT, BRIAN TYLER, AL HEISLEY, GEORGE PICH, TOBY BROOKS, BRIAN WOOD, PAT McGOWAN Technical Writing Contribution: CHUCK SCOTT, BEN STRADER, SHANE TECKLENBURG, TOMMY LEE BYRD

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

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EDITOR’S NOTES

by

Chris Biro

because...

MORE RPM IS ALWAYS BETTER!

I

n our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE copies of RPM Magazine sent to performance & racing related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today!

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Industry Distribution Program info can also be found at www.rpm-mag. com and completed online! Or by simply emailing trish@rpm-mag.com. Do it today!

COMING NEXT MONTH: Project aPocalypSe Horse....................................

Engine build and chassis construction are heating up!

RPM Garage........................................................................

We begin a new series on constructing your own shop with a new Nucor Steel building

THIS AND MORE IN THE NEXT RPM!

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MARCH 2014 | RPM Magazine

ADVERTISER INDEX Accufab Inc............................ 37 Alan Johnson Performance (AJPE)................................. 31 AFCO..................................... 43 Applied Racing Components (ARC).................................. 75 ATI Performance Products..... 26 Autoglym.........................65, 89 Bad Attitude Engines............ 44 Baer Brakes......................51, 86 BES Racing Engines............... 13 Bill Mitchell Products............ 73 Blower Shop............................ 5 Boteler Racing....................... 70 Browell Bellhousing.............. 55 BTE Racing............................ 54 C&C Motorsports................... 82 Calvert Racing Suspensions... 38 CFE Racing Products.............. 24 CN Blocks.............................. 19 Coan Engineering.................. 72 Competition Products........... 20 Crower.................................. 41 CVR Products......................... 49 DART..................................... 13 Design Engineering............... 17 Diamond Pistons................... 72 DIY Auto Tune/MegaSquirt EFI..................................... 19 Dynotech Engineering........... 10 Ed Quay Race Cars................. 51 Engine Research & Development (ERD)........... 24 Fast Eddie Racewear.............. 69 Fuel Air Spark Technology (FAST)............................... 87 FastMotorsports.................... 11 Fast Times Motorworks......... 50 FORD Racing.......................... 78 Frankenstein Racing Heads .. 23 Gary Courtier Racing............. 45 Gold Living............................ 52 G Force Racing Transmissions.76 GZ Motorsports..................... 71 Harland Sharp....................... 11 Holcomb Motorsports........... 40 HoleShot Wheels................... 14 Holley.................................... 84 Holley Ultra Dominator......... 33 Holley Ultra Double Pumper.. 44 Holley Ultra Street Avenger... 64 Howard’s Racing Comp.......... 71 Induction Solutions............... 30 J&K Converters...................... 74 JE Pistons.............................. 35 Jeffco.................................... 31 Jesel...................................... 76

JET Performance................... 77 Joe Gibbs Racing Oil DRIVEN. 27 K&N Filters............................ 67 Lokar Performance Products. 85 LUCAS Oil Products.................. 2 Lunati.................................... 80 Mahle Clevite Inc................... 81 Manton Pushrods.................. 70 Meziere Precision Mfg........... 82 Mickey Thompson Tires........... 7 Mile High Crankshafts............. 8 MSD Ignition......................... 29 Neal Chance Converters...... 9,25 New Century Performance.... 64 Nitrous Pro Flow.................... 64 Nitrous Supply...................... 36 Northeast Rod & Custom....... 16 OASIS by Corlor........................ 8 Outlaw 10.5 Racing Assoc..... 86 Parts Pro Perf Centers............ 92 Performance Improvements.. 14 Perf. Plus Connection.......38, 83 Powermaster Performance.... 51 Powertank............................ 24 Precision Turbo/ProInjectors.. 15 Proformance Racing Trans..... 32 Pro Systems Carburetors...28, 75 Philadelphia Racing Products (PRP).................................. 20 PTC........................................ 72 Quik Latch Products.............. 32 Racepak................................ 33 Racequip............................... 50 Race Shop Converters............ 42 Racing Radios.......................... 7 Rev-X Oil Products............17, 79 Ross Racing Pistons................. 5 Rossler Transmissions............ 88 RPM MAGAZINE..................90 Scorpion Racing Prods...... 18,85 Scotty’s Racing Engines......... 21 Shafiroff Racing Engines....... 22 SM Race Cars......................... 21 Smith Racecraft..................... 12 Summit Racing Equipment... 91 Taylor/Vertex......................... 68 Ti64....................................... 10 Tom’s Upholstery................... 77 Trailer-Alarms.com................ 67 TRZ Motorsports.................... 44 Two Guys Garage................... 89 Valvoline............................... 39 VP Racing Fuels................48, 75 WC Enterprises...................... 74 Weinle Motorsports.............. 82 Weldon High Performance.... 67 Wilson Manifolds.................. 50

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www.rpm-mag.com | MARCH 2014

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MARCH 2014 Often Imitated, Never Duplicated—For 15 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Racing 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!

THE

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

CARS

COVER CAR

SPECIAL: MORE Readers’ Projects........ 18

ACTION

THE

Prepared for War..................................46

Steve Hall’s incredible 3,000 HP ‘55 Chevy Pro Mod will take no prisoners!

TEM•PEST........................................................................... 8 Furious agitation...this potent Pontiac has plenty of it!

WINTER WONDERLAND

DYNO WARS 34 Two Point Ohhh......................................... 68 Mike Norcia and Summit Racing Equipment partner to prove that the new wave of Pro Street is alive and well!

Playing Rough....................................................... 22

Pat Spangenberg’s “Alley Cat” is one rough, tough, potent Poncho!

THE

TECH & PROJECTS

Maverick....................................................................73 Running nines in a working man’s hot rod!

Losing Weight: Part 2.......................................................................................... 79 Project Back on Track gets a lightweight VFN Fiberglass one-piece front clip

Set Up for Success: Part 3..................................................................................... 83 We tackle a challenging bump steer problem in our latest installment of Project 4 Lug Thug

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

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RPM FEATURE CAR

TEM·PEST

n.

1. Furious agitation, commotion, or tumult; an uproar.

2. (RPM VERSION) Naturally aspirated, manually shifted Pontiac. High revolutions of combustion: Resulting in a rapid and furious forward movement, typically through distances of 1320 feet quickly. Defies gravity when launching from a standing state. story by Pat McGowan

S

hawn Dixon comes to the Pontiac camp out of genetics more than reason. When talking with Shawn about his incredible Pontiac Tempest, which he runs periodically at the Milan Dragway Heads Up All Motor races, you understand quickly that his love of all things Pontiac is as familial as it is learned.

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MARCH 2014 | RPM Magazine

photos by

Shawn Dixon

action photos by

TCT Photography

“I would have to say my Pontiac interest starts with my dad. I always remember him telling me stories about him and my uncle racing with George Delorean and his 1963 Catalina. This was nearing 1964 when Pontiac moved away from drag racing, which led Delorean into racing Fords. In turn, my father and uncle got a lot of their race parts through

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TEM•PEST

RACE-READY HARDWARE The chute and wheelie bars are used often! Shawn installed disc brakes on all four corners to stop the big Pontiac. Front wheels are American Racing Trak Stars with Mickey Thompson ET front 26.5x4.5 tires. Rears are 15x12 Mickey Thompson ET Drag rims with M/T 29.5x10.5 tires.

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MARCH 2014 | RPM Magazine

him because they were good friends.

As long as I can remember my dad always wanted to buy a Catalina of his own to race.”

Fast forward to 1998 and Shawn’s dad (Al Dixon) finds a 1963 Catalina from Tombstone, AZ. that had his name written all over it. He came to Shawn with a Hemming’s book one day and said, “Hey Shawn, look at this car I found.” Just a few months later that car was in Ontario, Canada.

Shawn and his dad developed a strategic plan to build a lethal Catalina with the clean southern rust free

donor. It was immediately back-halved and had a full cage installed, followed by a 498 c.i.

Pontiac engine and 4-speed transmission.

The mods would eventually put the car into the low 9-second zone in the quarter-mile, and for anyone who has ever toyed with Pontiac power, you’ll quickly realize how big of a deal that really was, especially back then! Shawn, not wanting to be left alone in the pits watching his father have all the fun, found a really nice ’81 Malibu to race alongside his dad, but his heart just wasn’t in that particular car.

Why you ask? It wasn’t a Pontiac, pure and simple.

At the time, Shawn was following the NSCA (National Street Car Association) series as his dad had built the Catalina around the Pro Nostalgia rules, plus, his good friend

Denis Standon ran his 1963 Tempest in NSS/B. Denis’ car was a huge inspiration to Shawn and led to him to building one of his own.

“His car is still one of the nicest racecars I have ever seen and had the fortune to be around,” explained Shawn.

He loved the cars that were campaigned in Pro Nostalgia and Nostalgia Super Stock and decided to find a 1962 Tempest to build for Pro Nostalgia.

Shawn really liked the

bodylines and thought they were so ugly that they would make a really cool looking race car. In 2004 he found an original Tempest in Pontiac MI. that had been brought up from North Carolina a few years earlier.

Being a solid car that was very complete, he made the purchase and immediately stripped it down to ship over to the chassis shop. Shawn contacted Andre and Ange Mailloux of Mailloux Chassis. He had

PONCHO MOTOR-VATION This 481 cubic inch beast was built by BES Racing Engines and made just shy of 1000 HP with a cast aluminum intake and one Dominatorstyle carb! Those flat OEM valve covers aren’t fooling anybody!

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TEM•PEST

OUT TO LAUNCH The Tempest is a crowd pleaser with high, hard launches.

Shawn’s quickest ET to date is an 8.50 at 160mph with two 4150 style carburetors on a Wenzler tunnel ram intake.

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dealt with Andre for chassis work in the past and they had also completed the chassis and cage in his dad’s Catalina, so there was already a good solid relationship there.

Shawn added, “Andre and his daughter Ange have built some badass Super stock and SS/AH cars. I really liked his attention to styling the cage to the car. We put in a full cage staying with the stock rear frame rails and added a ladder bar rear suspension in the Tempest.”

Because some of the classes carried a penalty

MARCH 2014 | RPM Magazine

for 4-link rear suspension or don’t allow them at all, Shawn wanted the car to be a bit more versatile. The front stayed pretty much stock suspension other than the steering rack and racing shocks.

When the Tempest returned home, Shawn— along with family and friends— got started right away.

“Denis Standon came over to the shop basically every night he could to work on the body, and when it was ready, he painted it 1962 Azure Blue for me.”

Now it was time to fo-

cus on the rest of the car.

The inside was kept clean and clutter free with the race seats being covered using 1962 period-correct cloth and vinyl. The remainder of the interior is original to the car and really only required cleaning and some dye and paint work where necessary. The quality of work from the folks at Mailloux Chassis really stands out in the interior.

Outside, the Tempest is as unique as they come and the Azure Blue color is amazing on this car.

The aluminum front bumper was made by Jim

CAGED ANIMAL Most of the original interior only required some cleanup, dye and paint work. Add in a few gauges, a roll cage and shifter and let’s go racing!

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TEM•PEST AZURE THING An unassuming stance for a small tire mid eight-second quarter-mile runner.

CLEAN TOP TO BOTTOM The rear gear is a 5.00 while rear shocks are AFCO double adjustable.

Bailie and the car retains all of its original steel panels. As one can imagine, a car with these types of bodylines has to be straight, and straight it is!

As for motivating the Pontiac, Shawn originally had Butler Performance build a 410 c.i. engine which made just shy of 880 HP. In version one, the build saw a Jerico 4-speed backing up the 410 mill (you couldn’t run a 5 speed in Pro Nostalgia), and a single 10inch lightweight Advanced clutch setup was used.

Quite a craftsman himself, Shawn fabricated the headers, wired and plumbed the car and got it finished up

mid-summer of 2007. By the end of the first season it ran a solid best of 9.06 @ 147mph at 3,090lbs, but staying consistent was a struggle with the 4-speed and single disc clutch. Shawn needed to spin the engine pretty high and it was tricky to get the most out of it without having the clutch in and out of it constantly.

Unfortunately, the NSCA folded during the off-season that year, leaving Shawn with no class in which to race the beautiful Pontiac. They enjoyed running some OSCA Pro Stock races in Ontario which allowed a clutchless 5-speed, so over the winter that year he contacted Craig Liberty who hooked Shawn up

NOSTALGIA INDEED: Not only did Shawn retain the stylish original dash in the Tempest, but the steering wheel is also correct right down to the chrome horn assembly.

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NO JUNK IN THIS TRUNK This Pontiac screams quality from one end to the other. Back here you’ll find all the necessities of drag racing; a high power battery, big fuel pump and a tank to hold just enough gas to get from point A to point B.

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MARCH 2014 | RPM Magazine

with the Extreme 5-speed which is in the car now. Coming out in 2009 with the Liberty 5-speed and some shock changes they managed to get the Tempest to knock off 8.80’s by season’s end.

Looking to get a bit more out of the engine, Shawn contacted Tony Bischoff of BES and sent him his heads and intake manifold. The results were impressive to say the least as the car picked up right

away, but by the end of 2010 Shawn hurt a rod bearing which meant that it was time to go through the entire engine. Pleased with his previous experience, he again contacted BES and they collectively worked to create the current 481-inch motor, a combination that they thought would work well considering the weight of the car.

The new Pontiac power is a 4.375 bore x 4.0” stroke that still runs the same wide port heads and Victor intake that Tony had worked on a few years back, and it’s topped off by a BRE Dominator carburetor. While the engine was out, Shawn also sent the car back to Mailloux Chassis to have it updated to a 25.5 certified funny car cage.

“I’m very happy with this new engine and the car as a whole,” explained Shawn.

TEM•PEST

The freshly acquired Tempest. It is hard to believe, but this is the same car.

“We runnered-up last year and won in 2013 at the Pontiac Nationals headsup race which is a weight/cube class.

Over the past few years we have also been running Milan’s Friday heads-up All Motor class. It’s been a lot of fun and a lot of learning for us, but we don’t really have enough steam to run with these guys. The class is moving forward so fast that we are just trying to work with what we have to get into the program.”

Currently, they are on the hunt to get some weight out of the Tempest as

the car is basically 170 lbs over weight for the Milan class.

“The class is made up of some clean and fast cars. It’s cool to have this deal in our own backyard,” he added.

Not only has Shawn’s Pontiac led him to enjoy racing the car in the U.S. and Canada, but it has also created some interesting opportunities along the way. Shortly after finishing the car, while working in construction, Shawn received a phone call from a friend who wanted to see if he was interested in completing a car someone else had started but never finished. Since it was during the winter and a slow time in construction, Shawn took on the job. Coincidentally, the very next day Denis (Standon) happened to call Shawn and mention that he was thinking about

starting up a speed shop.

“I talked about this project car with Denis and that I was going to see what it needed,” said Shawn. “On a whim we figured that we would team up on it. That was five years ago now and that one car evolved into the shop that we now operate; Oldcastle Speed and Custom located in Oldcastle, Ontario, Canada.”

Shawn knows where his strengths lie and it is in his family and friends.

“I can’t say enough to thank my Dad, Denis Standon and Dixon Tool Company. This car wouldn’t be what it is or get down the track without their help.

And thanks to my wife Natalie, my little ones and my Mom. When they’re not at the track helping out or rooting us on, they’re holding down the fort so we can do what we love.”

FATHER vs. SON: Shawn’s Tempest with his dad Al’s Catalina in the staging lanes at St. Thomas Dragway.

www.rpm-mag.com | MARCH 2014

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RPM SPECIAL

BRENT

Beachley

L

ast month we started back with our Readers’ Projects and the response was incredible! It seems lots of you have some serious work under way this winter. Check out this month’s batch of wild iron taking shape in the garages of RPM readers around the world!

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MARCH 2014 | RPM Magazine

Damascus, Maryland

S

ome of you may remember this 1969 Camaro from the old NSCA (National Street Car Association) days. The late Rick Grove built the car with John Little and it was purchased by Brent in March 2012 (from Rick) after which a full restoration began in April that same year.

Lawson’s Racecraft reinstalled the front end, customized the quarters, and built a custom intake. Brent, along with his uncle, redid all the bodywork and sprayed on a killer black base with pearl white stripe that looks miles deep.

The new engine is a 509 F3 ProCharged big block Chevy from Roger Sterling that has an Alan Dudley MFI system.

Brent says, “Rick was detail oriented, as am I. This car retains power windows, working horn, lights, etc., yet has all the innovative weight saving techniques of today. We feel honored to own this local legendary car and look forward to making more history.”

Look for this wild Camaro to be hitting the track in the early spring.

STEVEN

Brisebois Calgary, Alberta Canada

T

he west coast 10.5 scene will have a new face from Calgary, Alberta in 2014. Steven Brisebois is building a full tube 87 Mustang powered by a 526 ci Brad Anderson Hemi with twin 91mm turbos on alcohol. Steven says, “I’m building it in my small fab shop and every tube in the car will be polished and clear powder coated, so every weld will be left as is to show off the craftsmanship that has gone into the car.” A Rossler TH400 will take care of the shifting and the turbos come from sponsor Alamo Turbochargers. Check out RPM as the build comes along with this wild new ’Stang.

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BRYCE

McClelland

Springfield, Missouri

F

or 17 year old Bryce McClelland, building a sweet 1966 Chevy II street car is a number one priority.

Starting with a body that was not so good, Bryce fabricated the frame rails and used S&W frame rails to finish off the chassis. A Fat Man Fab front end with the Camaro strut conversion was also used. Along with guidance from Blake Hughes of 417 Motorsports, Bryce and his father fabricated the floor, firewall, and trunk pan. Using everything at his disposal, Bryce says, “I used a portion of a wheel barrel for the engine recess in the firewall, and for my wheel tubs I used trailer fender material.”

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MARCH 2014 | RPM Magazine

Out back the Chevy II has a Currie 9” rear end with Strange axles and double adjustable shocks.

Taking a different angle for the build, it will ride on American Racing Saltflat wheels, 17x11 rears and 17x7 fronts.

And here’s where things get really off-the-wall. Power will come from a 4200 Atlas series inline 6 that will get turbocharged and be controlled by a Holley HP EFI system and backed by 5-speed transmission. Not only will this be one badass ride when completed, but it also made for a great father/ son dream car project.

READERS’ PROJECTS

TUBBY

Thompson

Locust Grove, Virginia

T

ubby Thompson has been busy as of late putting a new look on two racecars from the Southern Outlaw Top Sportsman series. Billy Hughes will be hitting the track with new Kandy paint on the ex-Justice Brothers Plymouth Arrow.

SOTS president Gary Pitts suffered a shop fire and his truck, along with Gary himself who tried to save the truck and other items from the flames, picked up some nasty burns. Tubby and his crew got the bodywork done then laid on the white base clear and Neil Madden did the graphic work to finish things off.

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>>Pat Spangenberg’s “Alley Cat”… it’s rough, tough, and one potent Poncho! story by

Brian Hansen

P 22

at Spangenberg likes big cars. He’s owned a bunch of them over the years and they all have one thing in common… they’re wicked fast street and strip machines. Sure, the fullsize cars weigh more than a Camaro, Mustang, or one of the other lighter models that are so prevalent at the drag strip these days, but he would rather

MARCH 2014 | RPM Magazine

photos by

Pete Ores

take the path least traveled and continue campaigning Impalas, Biscaynes and the Catalina featured in this article. Continue on Pat, and thanks for daring to be different!

“That was wild!” said RPM Mag’s own Editor In Chief after going for a spin in Pat’s well known ’66 Impala a while back.

“It has been a long time since I went for a ride in a brawler like

RPM FEATURE CAR

Pat’s car. The way the power comes on, the transfer of the weight, the feel of the car on the road, it’s all different in a big heavy car, and let me tell you, it is a blast!”

“Before racing the ’62 Catalina I had a 1966 Impala that weighed in around 4,300 pounds with me behind the wheel,” Pat commented. “It ran in the 8.70’s @ 157mph through the exhaust

on 10” Mickey Thompson slicks.

I squeezed just about every ounce of performance that I could out of that car and decided that I wanted to take on a new challenge. So I traded a ’65 Impala that I had sitting around for this ’62 Catalina as a roller from my good friend Will Dunmore.

I had a Keith Black aluminum block sitting around the shop and began scrounging up the

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PLAYING ROUGH

HEADED FOR VICTORY Nestled between the frame rails of the Poncho is a 598 CI aluminum big block with Dart “Big Chief” 14 degree cylinder heads. The Pontiac valve covers really give those in the know an idea of what exactly makes this Cat so angry.

parts to put together a 598 “Big Chief” headed engine that would be stout enough to run in the low nines without any power adders. The first time that we took the Catalina out to make some shakedown passes it ran 9.50 @ 142mph. Right then and there I knew that this car had the capability to run low in the nines with some more tuning!”

ENGINE & DRIVETRAIN

It takes some serious grunt to motivate the 3,600 pound Catalina, so when it came to building the engine Pat got serious with the combination. The foundation of the 598 ci monster is an aluminum Keith Black block fitted with a Callies forged Magnum

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MARCH 2014 | RPM Magazine

crankshaft, Callies H-beam connecting rods and a set of Diamond 14.0:1 compression forged pistons. Cam Motion was enlisted to grind up a camshaft that Pat described as “really big!”

To add some Pontiac flavor to the combination a set of Dart “Big Chief” fourteen-degree aluminum cylinder heads were chosen and filled with titanium valves and Pak valve springs, locks and retainers.

So how hard does this combination get spun you may ask?

How about 7,000 rpm between gear shifts and 7,200 rpm through the traps! Helping the engine breathe is a Dart intake manifold topped off with a custom 1150 CFM Dominator-style carburetor.

Transferring the power to the

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ground is a TSI Transmission (Addison, Illinois) TH400 with a trans-brake that was built by Don Stanley. When asked what kind of torque converter Pat runs he responded, “I’m not exactly sure! I bought it from a guy that used it in a pulling truck a bunch of years ago and it doesn’t have any stampings on it to tell me who made it.

I do know that it’s a stainless steel 9” diameter converter that stalls around 4,000 rpm and seems to work pretty good”. With 60’ times in the sub 1.30s I guess it’s hard to argue with that!

Instead of going with a popular 9” Ford rear end,

Pat chose to stay with the old school Olds/Pontiac differential. To ensure that it would hold up under the punishment that Pat planned on subjecting it to, 4.11 gears, a full spool, and heavy duty axles were installed. The factory suspension was strengthened with tubular upper and boxed lower arms. An anti-roll bar that Pat designed keeps the big Poncho launching nice and square on the tiny 9” Hoosier slicks.

WHY THE ROUGH LOOK?

In street machines and drag racing, the term “sleeper” has been popular probably from the very first time two cars

HERE’S THE SCOOP The Holley Dominator was not even around when these Super Duty hood scoops came out in the early 1960s, but it is right at home under the timeless hood scoop. It even works pretty well. Pat has tested it without the hood and the car actually went faster with the SD scoop!

AMERICAN MADE RACED WORLDWIDE CHRIS RINI

2x NMCA Pro Street Champ 2012 Big Dog Champ EOPM Piedmont Record Holder

3.80 @ 194 MPH

DAMPERS

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MARCH 2014 | RPM Magazine

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PLAYING ROUGH

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1962 PONTIAC CATALINA Owner/Driver: Pat Sprangenberg Engine Short Block: Dart Iron (10.2 deck height), Callies forged crank, Callies connecting rods, Diamond 14.0:1 forged pistons, Cam Motion camshaft Induction: 14 degree Dart “Big Chief” Pro-Stock Pontiac cylinder heads filled with titanium valves and topped off with a Dart intake and 1150 CFM Dominator by Chuck Nuytten Engine Management: “A heavy right foot” Data Acquisition: “Time slips” Power Adder: NONE! Ignition: MSD 7AL3 Transmission: T.S.I. TH400 with a “mystery” 9-inch torque converter Suspension/Chassis: Stock Fuel System: Weldon Wheels & Tires: Holeshot wheels (15x8 rear) wrapped in Hoosier 9x30 drag radial slicks Weight: 3,600 pounds w/o Driver Exhaust: 4” diameter to “Shootout” mufflers Horsepower: 1,100 (estimated) Torque : 900 ft lbs (estimated) Performance: 9.21 @ 147 MPH in the ¼-mile 60’ Time: 1.28 seconds

lined up beside one another.

What’s it mean? Basically, a sleeper is a car that looks a lot less capable than it actually is...like Pat’s Catalina.

Over the past few years, the saying “it is what it is” has become wildly popular in just about everything you can

think of, and it’s probably the phrase that best suits Pat’s current ride. It looks rough, but make no mistake, it is very tough and quite simply “is what it is”… which is one wildly fast street machine with the look of old alley cat!

Wearing much of its orig-

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PLAYING ROUGH

IF IT ISN’T BROKEN...

Nothing fancy here… just factory upper and lower control arms with some bolton disc brakes.

SIMPLE APPROACH Factory style suspension includes an Olds-Pontiac rear diff filled with Strange components including a 4.11 gear. A pair of racing shocks, and an anti-roll bar built by Spangenberg have also been added.

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MARCH 2014 | RPM Magazine

FABBED-U-LOUS QUALITY The “rough” look of this Alley Cat quickly ends when it comes to the quality of the chassis work hidden within.

SLEEPER...INSIDE AND OUT The red and white “candy cane” interior is an exercise in functionality. If the shifter is not in an optimal location, build a bracket to get it right in the sweet spot. Carpet… who needs it!

inal white paint, the Catalina isn’t going to win a “best paint” award any time soon.

Pat’s fine with that and has been quoted saying, “Pretty paint doesn’t make the car go faster!” And anyone who knows Spangenberg is well aware of his passion for having his own designs look underrated, and then over-performing to the surprise of his

opponents! Let’s just say that Pat takes the term “sleeper” very seriously.

SUPER DUTY CATALINA HISTORY

1962 Catalinas have become highly sought after by collectors and racers alike in recent years. Considered to be one of the early “Muscle

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PLAYING ROUGH ALL HAIL THE CHIEF Good friend “Pontiac” Pete Stamm was the gracious host for our photo shoot. As you would expect everything is Pontiac themed.

PAT AND THE CAT: Pat Spangenberg with his latest creation.

CATALINA PRIDE (top) Drag racing legend Arnie “The Farmer” Beswick’s 1962 Catalina was one of the most feared Super Stockers back in the day.

FUEL ME ONCE Why is Arnie’s ’62 Catalina parked at this gas station? “I was at the drag strip and a guy asked if he could borrow some of my gas,” laughs Arnie. “Thinking that he would borrow a couple of gallons I agreed. Later that day I went to fill up the Catalina and found that there wasn’t any gas left in either of my gas cans! Knowing that there was a gas station just around the corner from the drag strip I drove the car there, filled it up and made a beeline back to the drag strip. It turns out that while I was at the gas station someone took this picture of the Passionate Poncho.”

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Cars” of the 1960s thanks to the optional 421 SD (Super Duty) performance package, these full-size Pontiacs wreaked havoc at drag strips all over the country at the hands of legendary drag racers like Arnie “The Farmer” Beswick, Arlene Vanke, Don Gay, Gene Hinson and Harold Ramsey. Pontiac had been offering some pretty stout performance engine options starting in 1960, including the 389 that was available with Tri-Power carburetion, but they were only produced in limited numbers and you usually needed to know someone to get your hands on one of these cars.

In 1962 NHRA required manufactures to produce Super Stock legal cars at the factory, so Pontiac stepped up to the plate and offered the Super Duty 421 in the Catalina. In a recent interview with Arnie Beswick he explained, “Unlike 1961 when the Super Duty package came as a ‘kit’ and was delivered in the trunk of the car, the 1962 Super Duty package was already installed when we took delivery of our cars from the factory. It’s kind of a funny story but I didn’t actually get my ’62 Catalina until late in May because of a ‘misunderstanding’ with the big wigs at Pontiac. My previous

cars in 1960 and 1961 were delivered in dark Bristol Blue and since I liked that color I ordered my ’62 Catalina the same. Shortly after ordering it I was notified that Bristol Blue was discontinued and told that I needed to choose another color. Since I really liked that color, and everyone got used to seeing my cars in the Bristol Blue, I told them that I really wanted the car in it or I’d have to seriously consider racing for another manufacturer.

They stood their ground claiming that there was no way to get a Catalina in Bristol Blue, so I contacted Chevrolet and ordered a 409/409hp Impala. I took

IMAGINE REPLACING THIS

ENJOYIN’ THE DRIVE Pat takes the big Poncho for a spin. It’s tradition in Wisconsin to take your hot rod out cruising as much as possible when the leaves start falling in October since a long cold Winter is just around the corner.

delivery of it and raced the car for a few months before Pontiac caught wind of the fact that I went to Chevrolet. Shortly thereafter they called me that a Bristol Blue ’62 Super Duty 421 Catalina was on its way from the factory. I took delivery of that car in May and promptly sold the Chevy to a friend of mine.

From that point forward I have never raced anything but a Pontiac!”

SPECIAL THANKS

Pat was quick to credit Mel at C&S Performance Engines (Butler, Wisconsin), Don Stanley at TSI Transmissions, Paul Tadin, and all the guys that hang out at Rod & Comp for helping with the Catalina.

A special thanks also goes out to his girlfriend Cheryl Tesch for putting up with his racing addiction over the years!

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www.rpm-mag.com | MARCH 2014

33

HOT EVENTS

story by

WINTER WONDERLAND

DYNO WARS

David Godfrey

photos by

Chip Margiotta

Local speed shops host off-season event that draws heavy-hitter street machines

1,200 HORSEPOWER STREET LEGAL CAMARO!

O

n the frosty evening of January 18, 2014 in Erial, New Jersey, Mike Serrano’s final pull of the night was just enough to be crowned the Fonse Performance/K&S Race Cars Dyno Wars 2014 Champion. Mike’s turbocharged 602 cubic inch

big block powered street legal Camaro laid down an impressive 1,185 horsepower to take the top spot. For his efforts, Serrano pocketed $1,000 plus a $250 Mickey Thompson Performance Wheels and Tires gift certificate.

BOOSTED TO VICTORY Mike Serrano’s event winning Camaro packed a 602 cubic inch motor fed by a 101 mm turbo. It took until the third and final pull, but he managed to put down 1,185 horsepower—just enough to win Dyno Wars 2014!

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MARCH 2014 | RPM Magazine

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WINTER WONDERLAND REAL STREET MACHINES ONLY, PLEASE...

LONG LIVE THE (DYNO) KING Dyno Wars champ Mike Serrano poses with his Fonse Performance and K & S Race Cars trophy and $1000 payout. Although Serrano reportedly had significant difficulty depositing the oversized check in his bank’s ATM slot, he had no trouble at all blasting a four-digit number on the dyno thanks to his boosted big block.

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It was standing room only as over $4,000 in cash and prizes was awarded to competitors at the 2nd annual event. This year’s Dyno Wars featured street legal cars and trucks, with the driver having to prove he or she had valid registration and insurance. Once the vehicles were strapped down to the dyno, it was anything goes and the competition got off to a hot start in the cold weather.

POWER PACKED MORNING IN FRIGID TEMPS

Even with temperatures dipping below freezing and bigthick snow flurries abound the first contestant, Will Bryant, arrived right on time at 9:00 AM. Mr. Bryant’s underestimated Chevy Malibu was the talk of the morning session after he put down a whopping 888 horsepower pull!

Following Will was the first diesel entry of the day, Matt Mancinelli, who laid down a similarly impressive 674 horsepower effort. Local index racer Carey Cable had his beautiful big block Chevy-powered Nova

WINTER WONDERLAND THE CROWD WAS HUNGRY...FOR POWER The crowd came early and stayed all day. There was great food, practice tree races and even an engine dyno demonstration showing the differences between VP Racing Fuels C12 and Q16.

out, but unfortunately the nitrous would not activate. Despite the setback, Cable still managed a respectable 720 horse run on all motor power.

Another nitrous car that experienced some issues was Eric Hemphill’s Ford Fairmont. The second stage of nitrous on his small block Ford refused to arm, but he still put down a healthy 739 horsepower. That did it for the first half of the day, and things would heat up even more as the sun started to set.

DRIVE ’EM IF YA GOT ’EM

Possibly the most talked about car leading into the event was local

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grudge racer Scott Bastedo’s turbo Mustang.

Scott drove (yes we said DROVE!) his car in the freezing temps from over 45 minutes away to lay down a very impressive 925 horsepower! Another crowd favorite was Andy Mulherin’s 2005 Dodge Cummins diesel. Andy came from over 2 hours away, drove through 4 inches of snow and flatout wowed the crowd with a 1,093 pull! Next up was another truck but this one was gas powered.

Paul Vaughn’s 1st generation Ligthning was also driven to the event and he rocketed to the top with a crazy pull of 1,099 horsepower!

The odds-on favorite, Mike Serrano, was

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WINTER WONDERLAND ONE COOL MUSTANG Scott Bastedo drove over an hour in subfreezing temps to prove he owns a REAL street car. This turbo powered Mustang laid down an impressive 925 horsepower, good enough for 4th place.

LOOKING GOOD Tom Kolenkiewicz could have won best appearing engine with his K&S Race Cars built Mustang. Tom made 971 horsepower but unfortunately pushed a head gasket and was disqualified.

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MARCH 2014 | RPM Magazine

strapped down next and it took every bit of all three pulls to get past Paul’s turbo powered Ford. On his final pull, Serrano’s

big block powered-Camaro shook the rollers to the tune of 1,185 horsepower, enough to be crowned the King of Dyno Wars 2014!

WINTER WONDERLAND YA GOTTA HAVE HEART!

After rolling onto the dyno earlier in the day and discovering a broken rear diff, Tom Kolenkiewicz spent the rest of the afternoon repairing the third member in the parking lot. Tom finally got his turbo-powered Mustang strapped down at the end of the night and made an astonishing 971 horsepower, but unfortunately pushed a head gasket and was disqualified from the event due to breakage.

FIRE ‘N LIGHTNING One of the most impressive entries of the day was this turbo powered first generation Ford Lightning pickup owned

by Paul Vaughn. Paul moved up to 2nd place after he squeezed 1,099 horsepower out his 400+ cubic inch Windsor powerplant.

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WINTER WONDERLAND

2014 DYNO WARS FINAL RESULTS 1. Mike Serrano, BBC Turbo Camaro: 1,185 ( $1,000 + $250 Mickey Thompson gift certificate) 2. Paul Vaughn, SBF Turbo F150 Lightning: 1,099 ($500 + $250 Mickey Thompson gift certificate) 3. Andy Mulherin, Dodge Ram Cummins Diesel: 1,093 ($200 +$50 Atco Dragway gift certificate) 4. Scott Bastdo, SBF Turbo Mustang: 925 ($50 Atco Dragway gift certificate) 5. Will Bryant, SBC Turbo/N2O Malibu: 888 6. Eric Hemphill, SBF Ford Fairmont: 739 7. Carey Cable, BBC N2O Nova: 720 8. Matt Mancinelli, Dodge Ram Cummins Diesel: 674 9. Tom Kolenkiewicz, SBF Turbo Mustang: 971* (head gasket failure, eliminated from competition)

This year’s Dyno Wars also featured an engine dyno demonstration showing the difference between VP Racing Fuels C12 and Q16 race fuel. Practice tree races were held during the entire event and the band “In Between” closed out the festivities.

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MARCH 2014 | RPM Magazine

The total horsepower at this year’s Dyno Wars was more than double of last year’s total output.

Plus, last year’s winner made 640 horsepower, which was only good enough for the back of the pack in 2014. There’s no telling what 2015 will be bring!

by

George Pich photos by

Matt Woods

>>Steve Hall’s incredible 3,000 HP ‘55 Chevy Pro Mod will take no prisoners!

PREPARED FOR WAR

TO GO ’BOX Steve Hall’s ’55 Chevrolet Bel Air Pro Mod is prepared for war. Still resembling a ‘55, this Shoebox has every state-of-the-art trick in the book built into it courtesy of Robinson Race Cars.

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W

hen Steve Hall first went to Santa Pod Raceway to watch drag racing, he never imagined he’d be building a 3,000hp state-of-the-art Pro Mod over thirty years later, but the now-51 year old haulage contractor from Kent, UK has done exactly that.

HOW HALL’S 55 CAME TO BE “I’ve been hooked on drag racing since the very first time I went to Santa Pod,” explained Steve. “I was just 20 years old and was invited to

go along by some friends, the same guys who are now my crew on the ’55. Yes we have been together on and off for over 30 years; taking time out to raise kids, buy houses, and generally do the grown-up thing in having a family and being a responsible adult. But once they’re in your blood, fast cars are impossible to walk away from.”

Steve’s first on-track experience in drag racing was with a big block stick Mustang. “I purchased a 1969 428 Super Cobra Jet Mustang that I modified until it ran 12.00 on the basically stock Ford motor with a

ATTENTION TO DETAIL Airbrushed trim and emblem work by Neil Melliard of Pro Sign is amazing.

cvrproducts.com 49 For more information visit

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www.rpm-mag.com | MARCH 2014

PREPARED FOR WAR

ON WAY AD BAY EVY CHE This bad bowtie was built around the Latin phrase, “Si vis pacem, para bellum.” Translation: If you want peace, prepare for war.

four-speed top loader trans.

Then, I did something really stupid and cut it up! We did a full tube chassis and went with a 555-inch Chevy big block, but unfortunately I crashed the car on its second full pass when the throttle linkage went over center and stuck open. The Mustang was

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MARCH 2014 | RPM Magazine

a complete wreck, so I took a number of years off to enjoy my family and build up my business.”

A number of years later, Steve jumped back in with both feet when he purchased the ex-Jim Van Cleve competition eliminator Mustang that had been updated by Andy Robinson Race Cars for use in pro modified. “This Mustang was all-Ford with a Jon Kaase 707 Ford Hemi nitrous motor that had been 6.50s on one kit, and this was 20 years ago! I ran that car for a year and had a break from racing once again, mostly because it was killing me financially,” he added.

1955 CHEVY PRO MOD Owner/Driver: Steve Hall Chassis: Andy Robinson Race Cars (ARRC) super lightweight SFI 25.1F 4130 chassis. Shear plate technology twin rails. Integral engine breather system (breathers run in top chassis rails). ARRC Components: Fuel and oil tanks, carbon fiber driver’s seat, titanium/aluminium steering column, max-adjust 4-link plates, carbon fiber wheel tubs, carbon fiber door X panels, titanium firewall, removable carbon fiber floor, 85” double adjustable wheelie bars with Wheeleze wheels.

Rear portion of chassis is a carbon fiber spine system integral to the bodyshell, making the bodyshell removable for maintainance.

Designed in-house at ARRC. Momo steering wheel with Strange quick release and Stilletto steering rack.

Bodyshell: 1955 Chevy Bel Air replica by Tim Wallace Racing Products. Body is fully removable from chassis for maintenance.

ARRC carbon fiber rear wing. Paint by Bodytone. Airbrushing by Prosign.

Front Suspension: Strange Ultra Struts, ARRC spherical bearing adjustable height top mounts. 4130 tubular A arms, ARRC front anti roll bar, carbon brakes.

Rear Suspension: Adjustable coil over shocks, HD anti roll bar, ARRC max-adjust 4-link plates, ARRC 1.375”/1.25” 4-link system, ARRC wishbone track locator, Aurora rod ends.

Clutch/transmission: Leanders triple plate 11”, Lenco CS2 3 speed.

Rear Axle: Modular Ultra 4 link 9”, ARRC chute mount system and twin shear shock mounts, Tom’s differentials 3rd member with 10” 4.56 gears Engine: Billet block, Sonny Bryant crank, GRP connecting rods, JE pistons, NRE X1 heads with down nozzles, ‘Secret’ cross fire camshaft, Manton/Reid rocker gear, PAC valve springs, titanium valves, Manton pushrods, RCD cam drive system/fuel pump drive, ARRC “funny car” headers.

Blower: 14/71 modified by Troy Critchley, running at 20% overdrive.

Fuel System: Acceleration Enterprises 24 nozzle system, Enderle barrel valve modified by AE, Waterman fuel pump modified by AE, Electrimotion 16 channel timer system, Electrimotion 4 stage electronic fuel management system.

Ignition System: MSD Pro mag 44, MSD Pro mag 44 points box, MSD dual stacked Six Shooters controlled by Electrimotion timer system.

Data logger: Racepak V300SD, 3 RPM sensors (engine, driveshaft, clutch), 8 EGTs, 4 pressure sensors (boost, fuel, oil, co2), fuel flow meter, head temperature sensors, latitude and longitude G meters, rear shock travel sensors, throttle position sensor, ignition timing sensor, IQ3 digital dash.

Tires: Hoosier front tires on 4.5” wheels, Hoosier 34.5 x 17 x 16” rear tires on 16x16” aluminum wheels.

Best ET and Speed: 6.56? at ??? mph (not a full pass)

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PREPARED FOR WAR CAUTION: CONTENTS UNDER PRESSURE A 521 cubic inch Hemi takes up the real estate between the frame rails. The tricked-out mill massaged by Davenport and topped by a 14-71 blower running at 20% overdrive has already gone 6.07 in another car.

SHOW CAR OR GO CAR? Check out the fully functional taillights and the small details like the “bowtie” wing strut mounts that really set off the body’s exterior.

The fever for power returned once again, and six years ago Steve imported a blown C5 Vette from Kevin Reed out of Huntsville, Alabama. “We played and tested the C5 for a couple of years then ran it in the MSA pro modified championship. Toward the end of the year, we as a team knew that we would need to step up if we wanted to be competitive in the class. Plus, we wanted to race in Europe in the FIA championship, so the decision was made to start from scratch and build a new state-of-the-art car with all the bells and whistles.”

The task of completing the new build was entrusted to Andy Robinson, and with that decision the story of Steve’s 1955 Chevrolet began to quickly take shape. “I knew that Andy built cutting-edge one-off personal cars and a few of the cars he has built are running clean 5-second quarter-mile times now

in Europe. I picked the ’55 body because nobody in Europe was running one in pro mod, plus it looked real mean in the photos, so I thought it would be cool to build one.”

Built in 2013 by Andy Robinson Race Cars in the UK, the car is truly a work of art and it’s refreshing to see a new cre-

ation donned in the nostalgia ’55 body entering the pro mod drag race scene.

The past few years have been dominated by carbon fiber bodied Camaros and Corvettes, and, with the evolution of mega-powered ultra-light cars creating super-fast pro mod drag racing, when a new nostalgia body does come out, the

DROPPIN’ THE LAUNDRY Twin chutes slow the ‘55 down after quartermile runs at well over 200 MPH.

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PREPARED FOR WAR

800-626-1828 www.bteracing.com Bill Taylor Enterprises 2 Memphis Avenue • Mt. Pleasant, MS 38649 Some Parts Not Legal for Sale or Use on Pollution-Controlled Vehicles

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Top Sportsman / Top Dragster FEATURES: New BTE Magnum SFI Approved Case, Ringless Vasco Turbo Spline Input Shaft, Mega Racing Band, Two Ring Servo, Performance Servo Spring, Coated Deep Aluminum Pan, BTE Straight Cut Gear set (Available in 1.80, 1.98, and 1.69 ratios), Roller Tail housing/Rear Cover, New BTE High Volume Pump, Roller Governor Support, 10 clutch drum, BTE Top Sportsman High Pressure Transbrake Valve body, Dyno-tested.

$359599 Bracket Powerglide FEATURES: 1.76 Gear set with 4340 forged output shaft and housing, Steel Clutch Hub w/ 5 clutch pack, Rebuilt Pump, Two ring servo, BTE Bracket Transbrake Valve body, Kevlar lined Band, Dyno-tested.

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MARCH 2014 | RPM Magazine

GO WITH THE FLOW

NO FLAMES ON THIS HOT ROD A Coldfire fire suppression system from the good folks at DJ Safety is onboard insurance, just in case!

body may not resemble its original production counterpart other than a few bodylines and strategically placed graphics. Nothing wrong with that, but most will agree that new cars like Hall’s ’55 entering the mix definitely add spice to the match-ups on race day. This particular 1955 Chevy body is not a light-

Lots of fuel is required to run 5’s in the quarter-mile and that’s where Hall and his team see themselves going in 2014!

weight carbon piece either, but rather, by necessity, it is fiberglass. The body supplier (Tim Wallace) didn’t build one in carbon, making Steve’s choice an easy one. Sure it’s chopped and maybe stretched here or shortened there, but there is no mistaking it— from any angle, it’s a ’55 Chevy. continued on page 64

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PREPARED FOR WAR

COMPLEX COCKPIT If it looks complicated, that’s because it is. Inside you can see the quality of the car in addition to all the equipment that is required to keep it competitive and safe. The Racepak dash is not only functional, it looks as if it was made for the ‘55.

SIX-MONTH BUILD

The body went on the jig at Robinson’s in November 2012 and amazingly came out of his shop turnkey in May 2013. In fact, Steve and his crew picked the car up at 4 A.M. on the way to the first European round of the FIA championship at Santa Pod! “The car performed great right out of Robinson’s shop and on the third very easy pass went straight into the sixes and over 200 MPH,” he added.

“The car really is state-

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MARCH 2014 | RPM Magazine

of-the-art with many cool innovations from Andy, including a full carbon spine that eliminates the rear frame from the shock mounts back. Every part, bracket or tab is either carbon or titanium and it has a titanium firewall, trans tunnel, hinges, door frames, door catches; in fact you name it, this car has it. Oh yes, and the body is fully removable too. It comes off in three minutes thanks to a pinned pivot above the top shock mounts and a couple of titanium fasteners.”

LIGHT IN THE TRUNK Lots to see back here and if the 10” aluminum rear diff doesn’t do it for you, then check out the carbon fiber “spine” of the Bel Air. That’s right, there’s no chassis bars after the rear shock mounts!

LOTS OF SHOW... AND EVEN MORE GO

With the new ’55 powered by a blown 521 cubic inch Hemi, Steve’s adventure in racing the fresh-from-the-shop car started off well, but it certainly wasn’t an easy ride for the remainder of 2013 while shaking-down the Bel Air. Steve commented, “We had two engine failures at one event, one exhaust valve let go during a run and another when the

two-step failed while warming/ checking the car over in the pits.

The 10,000 RPM upper chip never caught the revs in time so the engine just ate itself while up on the jacks.

When not under any sort of load, these engines will just keep accelerating until they destroy themselves, and that’s what happened.”

By the last race of the year, Steve’s Chevy ran an “easy” 6.56 quarter-mile at 216 MPH. Why “easy?”

CREW’D BEHAVIOR BUILT TO WIN Andy Robinson Racecars packed the ‘55 with tons of innovative features during construction.

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MARCH 2014 | RPM Magazine

From left: Neale, Barry, Jurate aka “Nutty” (Steve’s girlfriend), Dave, Steve and Keith. Neale and Keith have been working on race cars with Steve for 30 years!

Crew chief Steve Large helps fire the Hemi.

PREPARED FOR WAR

WARMIN’ THE HIDES Steve heats the massive Hoosier rear slicks at Santa Pod Raceway.

“There was no clutch in it and we went with really low rev limits and shift points,” continued Steve. “So after running the 6.56 at 216 in that configuration, we know there is plenty more to come.

In fact, the engine ran an effortless 6.07 in the hands of its previous owner Graham Ellis. (We’d like to send out a get well soon to Graham as he had a really bad crash at the last race of the year destroying his car and causing multiple injuries.) Next year we aim to go a lot quicker

and faster and will concentrate on the M.S.A British championship, but we’ll also have a couple of trips to Europe, maybe Sweden and Germany.”

“I would like to thank Andy and Luke Robinson for building me an ace car and also thanks to my crew: Steve Large (chief), Keith, Neale, Dave, Barry, Jamie and Nutty (my other half) for all the hard work and support this year. Roll on 2014, we can’t wait!”

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RPM FEATURE CAR

BACK & BADDER THAN EVER. RESURGENT TIREHOOD OBESITY It is tough to beat the wicked good looks of a tubbed car, and thanks to Summit Racing and guys like Mike Norcia, the trend continunes to gain momentum among builders and fans.

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T

he idea was simple, really. Take a street car.

Any street car. Treat it to a full drag raceready chassis with the biggest tires that could possibly be tucked up in the wheel wells and install a massive pair of bead rolled fabricated aluminum tubs. The end

result was a car that looked like a pro stocker with license plates.

Many credit the emergence of Pro Street to Steve Lisk, whose dragslick-sporting 1970 Challenger hit the pages of Car Craft in August, 1977 and Hot Rod in September of the same year.

Others like to point to Gary Kollofski, whose tubbed 1955 Chevy was featured in Hot Rod in December 1977. Either way, it was an immediate hit with street machiners.

The trend peaked in the early ’90s when it occupied upwards of 60% of the feature space in most mainstream street machineoriented magazines. And while RPM has stayed true to the fat tired look all along, a glance through many other

sources would have probably led you to believe that back halving your car in the hopes of fitting monster meats under it in the 2000s was about as cool as donning a butterfly collar and a crisp pair of polyester leisure pants.

Toby Brooks

by

photos by

Mike Norcia and May Vokaty

>>Mike Norcia and Summit Racing Equipment partner to prove that the new wave of Pro Street is alive and well However, for those of us who knew better, Pro Street never died. It simply got modified. And circle this sentence, loyal reader: Pro Street is coming BACK in a big way and RPM is leading the charge. Pro Street 2.0 is headed for a car show near you full steamroller tires ahead.

Still skeptical? Consider this clean 1967 Camaro built by Mike Norcia of RAM Clutches with help from his good friends at Summit Racing, for instance. Out are the days of poor performing, overheating, cumbersome fairgrounds queens. In are modern interpretations such as this sparkling

rat-motored bruiser that sport the unmistakable pro stock look while still displaying some decent street manners. It is a true win-win.

“The car was purchased in 1978 during my junior year of high school,” Norcia said. For $1,200, the title to the 34,000 mile true Rally Sport was signed over.

SITTIN’ PRETTY Norcia’s Bowtie sports a killer stance thanks to a Stroupe Race Cars back half, Summit and QA1 front suspension components, Billet Specialties wheels, and Mickey Thompson rubber.

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TWO POINT OHHH...

Summit has used Norcia’s killer Camaro as a test bed to develop a number of quick and convenient Pro Street Camaro parts combos to provide any builder a solid foundation for a radical first-gen Camaro. Components have been proven to work together and have been grouped into affordable packages that let you build your car in stages, or all at once. Combos are available for engine, fuel system, drivetrain, chassis, electrical system, wheels and tires, interior, and small parts.

Check them out at http://bit.ly/NhGihq!

See it in action!

It hadn’t exactly been babied, though.

“It had a 327 split down both sides of the block,” Norcia quipped.

“I believe the only thing the previous owner used to work on the car was a torch and a sledgehammer,” he added.

After replacing the engine and treating the car to a fresh paint job, it was a cool cruiser worthy of a feature in Chevy Power magazine in 1980. Over the years, as Norcia continued to build his business, he used and abused the Bowtie as a factory mule of sorts, testing various clutches and nitrous combinations for his growing company.

However, Norcia says the thought of parting with the car was never even considered. “I never wanted to be one of those guys that said ‘I wish I still had my first car’,” he added.

By the time the first go’round of Pro Street was peaking in 1993, Norcia decided he was ready for a fat tire makeover. He sent the car to Stroupe Race Cars in Kings Mountain, North Carolina for a back

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MARCH 2014 | RPM Magazine

half and a full roll cage.

However, the project was soon shelved when the demands of parenthood and business building left little time to complete the car.

The Camaro sat unfinished for the next 17 years as pro touring began to take center stage. It likely would have stayed there, too, had it not been for Mike’s son Michael.

“In late 2010, he showed some interest in it, so we decided to finally finish it up,” Norcia said.

Together, the pair would not only complete the long-neglected project but also work shoulder to shoulder, forging lifelong memories in a way few things other than spinning wrenches together can do.

The body was sent to Color By Weasel in Lugoff, South Carolina where it was treated to a rich miledeep House of Kolor Euro Red base and Sunrise Pearl rallye stripes. Body mods are minimal, but a few necessary resto parts from National Parts Depot, Rick’s Camaros, Year One, and Camaro Central were used to whip the 43

yea r-old classic back into showroom shape. A f a br ic ated aluminum rear wing adds a touch of pro mod flair.

With the chassis complete and the body in good hands, Norcia and family tackled the rest. Leveraging his years of experience in the aftermarket industry, Mike was able to identify a number of companies ready and willing to pitch in.

Most notably, Carl Pritts, Chuck Kresge, Alan Rebescher, and Jim Turney from Summit Racing Equipment were all eager to get involved.

The car sports stainless Summit mufflers and a Summit radiator. But most importantly, it was used as a testing ground of sorts to pave the way for a number of new user-friendly pro street packages now available for sale from the familiar racing parts supplier.

MODERN TAKE Old school style meets new-school tech.

The interior features a 12 point cage, Autometer gauges, a Grant wheel, and RJS harnesses. The stiffened Ford 9 inch rides on QA1 coilovers.

“We created the Summit Racing Pro Street ’67 Camaro Combos based on Mike’s build,” said Summit’s Alan Rebescher.

“The idea is to give people a solid foundation for doing their own Pro Street build. A guy can duplicate Mike’s project, or pick and choose from our combos to meet fit their own build plans,” he added.

Powertrain for the car includes a 620 horsepower GM Performance Parts 572 from Scoggin Dickey Parts Center backed by a Tremec TKO 600 trans mounted on a Hurst Driveline crossmember. Clutch duties are handled by (what

else?) a RAM Force 10.5 dual disc organic unit with a RAM hydraulic release. The engine features an MSD ignition system with Moroso wires, a lowmount Powermaster single wire alternator, and a cool set of Dynatech ceramic coated headers.

Fuel chores for the thirsty big block are easily handled by an Aeromotive A1000 race system with regulator pulling from an aft-mounted Harwood cell.

Although the chassis fab work had been completed nearly two decades prior, the 12-point cage and custom four-link back half hadn’t been fully outfitted for street duty. That task was

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TWO POINT OHHH...

soon rectified with the addition of a Ford 9” rear end outfitted with a Strange spool, 4.10 gears, and 35 spline axles. Rear braking chores are handled with Strange discs, while Speedway front discs spin on a two inch dropped suspension featuring Summit upper and lower control arms and QA1 shocks.

Inside, the Camaro features a full interior with Year One factory replacement seats, ACC carpeting, and a Year One custom center section. RJS 5-point cam lock harnesses help keep occupants fastened in tightly, while a full complement of Autometer Elite Series gauges monitor the vital signs. All wiring was replaced with an American Autowire update kit, and a full assortment of Lokar billet pieces and a custom steering wheel provide the finishing touches.

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No pro street ride is complete without a set of gargantuan meats in the back with a pair of pie cutters in the front, and Norcia’s Chevy is no different. A full set of Mickey Thompson Sportsman S/R radials provide contact points to the pavement. They are mounted to 15 x 4 and 15 x 15 Billet Specialties Comp 5 wheels front and rear, respectively.

Far from an overnight sensation, Norcia’s Pro Street Camaro build started at the crest of the first wave of the trend and was finished just in time to help us kick off the next surge.

Thanks to the good folks at Summit Racing and the passion of Pro Street fans the world over, it has never been easier to construct a streetable and cool tubbed cruiser.

It’s back. And it’s badder than ever.

RPM FEATURE CAR

story and photos by

F

Tim Lewis

ast cars and drag racing have a way of getting in one’s blood.

When you look at the amount of racers who started racing in the early ’50s and ’60s, it’s amazing how many have stuck it out through thick and thin.

Think about all the things that have changed not only in engine performance and drag racing, but in the world itself since the start of this sport.

The amount of technology today is mind-boggling, as are the costs involved in building some of these cars.

While I’m a fan of the high-end door cars and dragsters as much as anybody, the down-home “backyard”

Maverick

type builds have a certain something and are probably my favorites overall—cars that look great, run good and do so without all the glitz and glitter of the high dollar builds. After all, this is a “working man’s” hobby, and one that brings together families in a positive environment.

It was 1970 when the Ford Maverick took off. Built on a 103-inch wheelbase and tipping the scales at 2,909lbs, there is just something about these smaller rides with the Ford crowd, much like the Vega with the Chevy fans.

The Maverick was built as an “import fighter” by Ford to battle it out with the likes

>>Running nines in a working man’s hot rod

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MAVERICK

LESS IS MORE No wing and no chute. The clean simple lines of the little Ford look right at home anywhere it goes.

HOOKING UP ON A BUDGET The stock suspension and small tires make this car even cooler. Gary does it with leaf springs and Cal-Trac bars

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of the VW Beetle and the Japanese rivals that were starting to invade the compact car market. However, it soon caught on with hot rodders who discovered that these cars were relatively light and could take some horsepower.

When we first came across Gary Kelican’s 1972 Maverick a few years back at Richmond Dragway in Sandston, Va., with no big cowl hood or exhaust stuck out of the fenders, our first take was more

along the lines of a nice street car. Right down to the stock suspension and small tires, this car looked tame in comparison to most at the strip. Once up and running, though, and the little green machine draws lots of attention.

Gary, the motor pool manager for the Hollywood Casino at Charles Town Races, has been drag racing since 1966.

Like many, he started out racing his daily driver, which at the time was a 1956 Ford. Later on, Gary tried his luck with a gasser 1940 Willys but admitted that he didn’t see much success with that hot rod.

In 1975, Gary built a 1971 Maverick equipped with a built 289 and four-

speed transmission. He banged through the gears bracket racing the little Ford from 1976 through 1982. He then went on to try the nostalgia racing scene with a 1934 Ford.

Obviously there’s a “blue oval” pattern taking shape here and when asked about how he became a Ford fan, Gary answered, “My older brother Jack! He was an AHRA stock racer in Texas. Jack won his stock class during a national event in 1963 at Green Valley Raceway in Smithfield, Texas driving a 1960 Ford Starliner. That is what started me into racing the Fords.”

With each outing on the strip, Gary became a more experienced racer

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MAVERICK

FAMILY AFFAIR Son Chris races this low 9-second Mustang. It’s safe to say that this father son team bleed Ford blue.

The father/son team of Chris Kelican and Gary Kelican.

and was known back in the 1970s for being able to go through the gears of a four-speed really well. During one outing while driving a friend’s Chevy II, he had a clutch come apart on the starting line re-

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sulting in considerable damage to the car.

“I knew it had come apart really bad when the hood got pushed up from the bottom when I let the clutch out,” Gary explained. “Back in those days this sort

of thing happened quite a bit. Thank God for the safety that has been put into the stick cars now.”

Following his nostalgia racing ventures, Gary ran across a ’72 Maverick that would make the perfect can-

didate for his next project.

Being a true blue Ford man, there was no chance a small block Chevy would ever end up between the frame rails of the Mav, and soon after the work started on a 408-inch Windsor planned and built

by Mark Hottle. A 9.5 deck Dart block with a 4.030 bore and 4.000 stroke was the platform for the build. A Scat steel crank and H Beam rods make up the rotating mass inside the block with pistons from SRP. A Comp Cams solid roller (.660, .668) camshaft opens the valves on a set of out-of-the-box Victor Jr. cylinder heads. A Super Victor intake is topped off with a 920 CFM Barry Grant carb. Getting the sweet sounds of this little small block Ford out are Hooker 1 ¾-inch tube headers with 3-inch pipes all the way back to Borla mufflers.

Jim Day at J&K Precision Auto Care in Ranson, West Virginia built the C4 trans and installed a 10-inch converter from the great people at PTC. A 9-inch Ford rear

fitted with Detroit Locker, 4.22 gears and 31 spline axles helps get the bite to the tires. The front suspension is stock Ford with 90/10 shocks added for weight transfer and the rear suspension remains the factory style leaf spring set-up. A pair of Cal Trac bars have been added out back along with an anti roll bar, and Gary got his rear shocks off the shelf from NAPA. Who would have thought that your local auto parts store would have a shock in stock that works like this—proof positive that you don’t always have to go overboard on the spending to make things work. And work it does, as the Maverick leaves the starting line wheels-up every pass. The rolling stock comes from Hole Shot Wheels with 15x4 fronts and 15x10s on the rear with Hoosier 28x10.5 rear tires.

“Necessity” is the key word inside the Maverick. In other words, if it is not necessary, it probably is not in here. No bells and whistles to speak of, just all of what you need and nothing more. A 10.00 ET -certified roll bar is fitted, but will have to be updated now that the car has broken into the 9-second quarter-mile zone. The 2,700lb Ford (2,700lbs with no driver) has actually run 6.27 @ 108mph in the

eighth-mile and 9.93 @ 135 out the back.

And with the old “pump gas” motor back in it, the car it still goes 6.39 @ 106 and 10.09 @ 133. The difference in the two Windsor motors is the compression. 13.1 on race gas and 9.8 on pump gas.

Gary Kelican’s ’72 Maverick is truly the working man’s hot rod and shows that you don’t have to spend $100K to go fast, look good and have fun!

“Thanks to my wife Ann plus ALL that have supported me over the years of my drag racing,” added Gary. “A special thanks to my son Chris who keeps me going and my daughter Dana who is one of my biggest cheerleaders. I’m just really grateful to be able to still enjoy doing this after all these years.”

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RPM PROJECT CAR

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fter several delays in our build and the holiday season behind us, it is time to get our Back On Track Camaro, well, back on track! We last completed our fiberglass hood install and decided it would be best to allow a professional to tackle the front nose. Remember, this is not a storybook magazine build. We’re approaching this project just as you would, so yes, we often run into problems, just as you would.

After several attempts trying to get our “nose job” done by a pro, we decided to hit the books and research what needed to be done and how to do it right. I guess the old adage, “good things come to those who wait” is true, as we stumbled upon a brand new VFN one-piece fiberglass front end for the Camaro on the web.

This would mean we’d be able to

shave even more weight from the front of the car, not to mention forego the extra work of mating the lower quality nose we already had to the project. With a whopping $350 price tag, we immediately paid for it over the phone and a couple of weeks later made the trip to Missouri to pick it up.

We started our install by trimming the fenders down to properly fit our wheelbase due to the fact that it came extended two inches from the factory. This is not all that uncommon, but I’ll be the first to tell you, I personally owe Kevin McCombs (fellow gearhead and family friend) a lot for completing this job. Kevin started by marking a line two inches inward of the fender lip using masking tape to follow the OEM bodyline. This was done with hopes of maintaining a nice body gap between the rear of

...gets a VFN Fiberglass nose job the fenders and the front of the doors. A jig saw with a fine tooth cutting metal blade was used to insure a smooth cut.

After getting our front clip mocked up for the first time, we realized we would have to do a little rework for our hood mounting (covered in our last article). This was needed due to the fact that the metal fenders were being removed to allow us to install the new one-piece front end (which includes the nose, fenders and ground effects). We removed all of the Quik-Latch fasteners from the hood and used it as a template for drilling the new holes for our mounting buckets.

With our pilot holes drilled, we then used a step drill bit to enlarge the holes to the proper size for our buckets. Using the buckets as a template, two holes were drilled to allow the rivets to permanently fasten the buckets to the front end. We reinstalled the mini latches, set the ball studs to

the proper height, and completed our rework for the hood.

Next, the body gap was rechecked between the fender and door, and the area was sanded down and marked where the mounting plate for the rear portion of the front end would be located. Kevin then welded the tab to the car and I installed the spring for the fastener using an aluminum 1/8” x 3/16” rivet.

We then measured for drilling the fender for the quarter turn self-ejecting fastener head and installed it. (TIP: If you are using metal, a Dzus Transfer Punch can be used to accurately mark the center of a Dzus button on a new panel.) The first attempt was a little tight, so I drilled out the pop rivets, compressed the spring in a vise, and tried again.

I recommend using aluminum rivets first in case you need to adjust your spring for the proper tension. If your spring is too tall, turning the fastener can be diffi-

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RPM PROJECT CAR

1 1: Pardon the “stand-in” wheel, but we wanted to illustrate how the car would look without trimming the fender.

2 2: Kevin marked the cut-line on the rear of the fender then used a fine tooth metal cutting blade to ensure a smooth cut.

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cult if not impossible. Be careful not to flatten your springs too much, some preload is needed to prevent the fasteners from vibrating lose. Pliers or a c-clamp can be used, but I use a bench vise to allow for both sides of the spring to be compressed at once.

Once your proper spring height is found, remove the aluminum pop rivets, paint the tab, and reinstall the springs using steel rivets. After the fastener is installed correctly, turn the mounting body of the self-ejecting head and install the rivets correctly.

Kevin started the front end tree assembly next. A tree assembly or mounting kit can be used on OEM frames or on an all-tube chassis set up. Slip joints provide easy installation and removal plus maximum strength under aerodynamic load. We ordered both the front end mounting kit and the rear fender mounting kit from an on-line dealer. The slider bar receiver tubes were placed inside the factory frame on both

MARCH 2014 | RPM Magazine

sides and welded to the inner and bottom portion of the frame. The frame was then capped and welded on all four sides and around the receiver tube. The slider bars were then notched to allow for proper fitment of the cross tube.

With the front end in place, the six fiberglass mounting plates where held in place with temporary fasteners.

3: A step drill bit was used The 7/8” cross tube was fit to create our new mounting in the sliders and tack welded. bucket holes. The hood was The side fender plates were then used as a template. tacked welded to the cross tube.

Two 5/16” tubes were then cut to length, notched and welded to both the cross tube and the two lower mounting plates. The final two 5/16” tubes were then cut to length, notched and welded to both the cross tube and the upper mounting plates. The front end mounting tree was then removed from the car and all of the tubes were welded in place.

While the tree was cooling, we bent the tubes for the front 4: The mounting bucket was flipped end heel kit. The heel kit is used to space our fastener holes correctly.

3

4

to attach the rear of the fender to the chassis of the car.

The kit included six weld-on plates, six springs, six self-eject fasteners, four chromoly tubes, and a bending fixture. This created a little challenge for installing the heel kit, as it needs to be TIG welded and we only had access to a MIG welder at the time.

Next, we moved on to roughing up the underside of the front end to allow the fiberglass we would be applying a good mating surface. With the areas now prepped, Christina and I installed rivets in all six mounting pads to secure them to the front end. A basic fiberglass repair kit was used that contained everything needed for the do-it-yourselfer. We started out by laying down an ample coat of resin, two cloths horizontal, more resin, two cloths vertical, more resin, and then smoothed it out with the plastic spreader.

With our front end now ready to be installed, we’ll need to get our hands on a TIG welder to complete the fender heel kit. Join us next time as we finish up the front body mods and also show you our rear deck modifications.

5: The bucket was installed using a 1/8”x3/16” aluminum rivet. The ball stud height was adjusted, followed by the spring and retainer.

5 6: The front end mounting kit is actually a pretty trick piece and makes the job much easier.

6

7

7: We first locate the area where the Dzus tab would be placed, prep it for welding and then MIG weld it into place. The Dzus springs were installed with aluminum rivets and the spring tension was checked. Steel rivets are used for the final install once spring tension is correct.

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8: Once the spring tension was correct, we drilled for the self ejecting mounting body. We positioned the fastener so that when it is fastened the head slot will be opposite the rivets.

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9: Next, we prepared the Camaro frame for the frontend mounting system’s sliding receiver tubes and end cap by grinding off any paint and corrosion and also creating a flat surface for the end cap. The receiver tube itself was then welded to both the side wall and the floor of the frame.

10: The end cap plate was then welded to all four sides of the frame and the receiver tube.

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11: The fiberglass mounting plates were held into place using Clecos for the tack welding process.

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13

13: The bending fixture was placed in a vise to allow for the bending of the heel plate tubes. Making this bend was not as easy as it looks with chromoly tubing.

14: The heel tubes and Dzus plates waiting to be welded.

14 15 15 & 16: The tree and front end were reinstalled and the mounting plates were secured using rivets. A paint brush was then used to apply the resin to the plates and surrounding areas. After applying two thorough coats, while the resin was still liquid, we smoothed everything out with a plastic spreader.

16

17 17: We allowed the front end several hours to dry and now just await our TIG welder to complete the job.

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RPM PROJECT CAR

PART 3:

Set Up for Success: Bump Steer Solution

by

B

Chuck Scott

ack in December, we showed you how to align your race car yourself using a few inexpensive tools. When our camber, caster and toe was set, we moved on to checking bump steer. To our disappointment, we were unable to reduce the RPM Magazine mule’s bump steer to an acceptable range.

Bump steer occurs when the lower ball joint and the outer tie rod end (where it bolts to the spindle) move in a different arc, causing the car to toe in and out during suspension travel. Adding spacers to a bump steer (outer tie rod end) kit helps by allowing you minimize the change in toe as the suspension travels up and down. With ole Thug’s slammed ride height, a bump steer kit was not enough to get the job done. As you can see in the lead photo above, the A-arms and tie rod assembly are excessively angled upward, aggravating an already bump steer prone car.

With the car toeing in over a half-inch when acceleration is duplicated by jacking the front end up one and a half inches, we knew it would be even worse when the front suspension compresses on braking. As illustrated above, the green arc represents the travel of the tie rod assembly and the red arc represents the A-arm. When the suspension extends, the arcs get closer together, causing the tie rods to pull inward. When the suspension compresses (in situations such as under heavy braking at the end of a pass and moving at high speed), the arcs get further apart causing toe out.

We discussed in the previous installment how, for a drag racer, toe out is more dangerous than a nest of rattlesnakes in an outhouse. Even a little toe out will cause the car to dart left or right with even the slightest move of the steering wheel or uneven track surface. The finish line is not the place where you

want a squirrelly race car.

So what do we do to fix this conundrum? There are a few common things done to combat bump steer. The most common is the bump steer kit, which we already have. Others address

the problem by drilling out the spindle to accept a long 5/8” bolt to make a longer bump steer kit.

Due to Thug’s extreme A-arm angle, we didn’t see that eliminating our problem. Yet another fix involves offset rack mount

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bushings. Just like the modified bump steer kit, we felt that this approach might help, but still would not be addressing the hard angle on the A-arm. The final potential solution is to use dropped spindles.

Even though they are the most expensive option, they are the only way to get those A-arms and tie rods down to a more manageable angle.

In photo 2, we took the illustration one step further.

The purple boxes represent a travel distance of about two inches up and down with the current OEM spindles and lowered ride height. The light blue boxes represent the same travel distance with the outer tie rod end and A-arm ball joint in their optimum positions. Notice the boxes can be much narrower and still contain both arcs. This difference shows how much less camber change during suspension travel can also be achieved by using drop spindles. Remember, every alignment measurement change will effect

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every other alignment measurement.

We decided to call up Anthony Jones at AJE Racing for a set of dropped spindles. While talking to Anthony about our bump steer problem, he recommended his bump steer kit, as well. The AJE bump steer kit does what we discussed earlier by switching to a long 5/8” bolt for more adjustment than a standard kit. The AJE kit also uses a high misalignment rod end to achieve a little more angle before bind. With a typical quick heads-up car’s limited travel, you it is unlikely that you would reach a bind situation, but with a lot of front end travel on milder street cars, it could come into play. Even if you don’t have a lot of front end travel but you have a lowered car without drop spindles, you could be experiencing bind at your bump steer kit’s rod end.

As seen in photo 2, we were already at the maximum angle of our bump steer kit. Anytime the suspension compressed at all, steering would have been in a bind. That’s probably how the inner tie rod ends got bent.

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RPM PROJECT CAR We got this party started by pulling off the brake calipers and setting them aside. Next, we screwed the dust cap off, pulled the cotter pin, and removed the spindle nut. The brake rotor and wheel hub slid off and were also set aside. Three countersunk bolts hold the brake caliper mounting plate to the spindle.

3

With the brakes and wheel hub out of the way, we can move on to separating the ball joint and removing the OEM spindle. Sometimes a couple of taps on the loosened castle nut is all it takes to break loose the ball joint, but we had to bust out the ball joint separator this time.

The new AJE drop spindle goes back on just like the stock one came off.

It just looks a lot better!

5 4 Here you can compare the AJE drop spindle to the OEM Ford spindle. Notice the top right ear of the OEM piece has been cut off to allow for the installation of the aftermarket brakes. You can see how much further up the AJE spindle is from the ball joint mount compared to the stock piece.

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RPM PROJECT CAR

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There are more advantages to this project than just the bump steer solution: the AJE spindle is 2.4 pounds lighter per side.

Remember, the prior owner of these brakes had cut off a section of the OEM spindles for the brake install, so the difference to a set of unmodified spindles would have been even more.

Comparing the maximum angle of our old bump steer kit to the new AJE kit shows an additional 8.5 degrees.

AJE achieves this by using a larger rod end and high misalignment bushings.

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Before bolting the brake caliper mounting plate to the new spindles, we cut about an inch off the bolts since they don’t have to go all the way through the thick stock spindle anymore.

Slide the hub and rotor onto the spindle and check its alignment with the caliper. It should slide onto the rotor and onto the caliper mount easily with both brake pads free.

It may be necessary to pull it back down to the caliper mount plate and add washers to set the depth of the caliper with the rotor.

www.rpm-mag.com | MARCH 2014

89

RPM PROJECT CAR Here is a side by side comparison with the photo on the left showing the factory spindle and the photo on the right showing the AJE Racing drop spindle. Notice how much higher the rotor is positioned.

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90

MARCH 2014 | RPM Magazine

To put the car back to the same ride height you will need to crank the front coilovers up about two inches to compensate for the new spindles.

Now ole Thug’s A-arm and tie rod assembly is more horizontal and we were able to dial in a barely-measurable bump steer with the new AJE bump steer kit. With Project 4 Lug Thug pretty much ready and willing, it’s time to find something else to tear up while we wait for spring.

PARTS LIST • AJE Mustang Bump Steer Kit # MU-3434 $119 • AJE 79-93 V8 Mustang Drop Spindle # MU-8750 $449 • Total for bump steer fix = $568

SOURCE • AJE Racing 6235 N. Co. Rd. 275 W. North Vernon, IN 47265 800.877.7233 aje@frontier.com www.ajeracing.com

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