RPM Magazine September 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...........................RAYMOND KNIGHT events@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, STEVEN BUNKER, GEORGE PICH, TOBY BROOKS Editorial Contributions: IAN RAE, TONY WEBER, TIM LEWIS, CHUCK SCOTT, TOMMY LEE BYRD, BRIAN HANSEN, BEN STRADER, MARK goDragRacing.org, RAYMOND KNIGHT, CHUCK GREEN, STEVEN BUNKER, GEORGE KLASS, 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 RANT

by

Chris Biro

STREET CAR REFLECTIONS

T

he year was 2005 and RPM Magazine was just six years old. At the time, we were also aligned with the now defunct National Street Car Association (NSCA) as their official publication, which is a whole unique story in itself.

Before we pulled the plug on that relationship though, we shared many good times with the top-notch racers of the NSCA and even hosted a special event within an event, “The World Street Race” at No Problem Raceway in Belle Rose, Louisiana.

The WORLD STREET RACE concept, developed together with yours truly and UK street car racing standout Andy Frost, was to bring four real street machines from 3 countries (the United States, United Kingdom and Canada) and have them square-off in true heads-up form. It wasn’t just a drag race, it was (if I may use the term from the pioneer of street car drag racing events, Carl Weisinger) a happening! It included an honest-to-goodness 25-mile street cruise, points awarded for rounds won, low qualifier etc., and a rule set that would have the knowit-all-keyboard-snipers of today whining ’til the cows come home (we wanted to keep the essence of “street” in street machine so there were a bunch of mandatory street equipment requirements built in the rules). There was not only a champion named “the worlds fastest street car”, but also a country named as the fastest country in the world...pretty cool stuff.

Back then, Andy (Frost) argued diligently to keep, as close as possible, to their UK Street Eliminator series rules (of 2004). We agreed to most based on the fact that they were the ones shipping their cars overseas, so it seemed fair for the guys Stateside and from Canada to make their cars fit the existing UK rules.

Looking back, the largest challenge was that these crazy Brits and Scots had this gig entirely figured out. Running with OEM style transmissions on block treaded real DOT tires and without race fuel hadn’t been going on here for a number of years, so the North Americans really came with a BB-gun to the gun fight. More than once Andy and I went head-to-head on rule issues, but again, put into perspective, the fact that these guys shipped their cars over at great expense, we tried our best to suit our UK guests.

In the end, the UK team took the championship, and rightfully so, they put on an outstanding performance as did all the racers

with enough cojones from the USA and Canada to battle these guys.

Anyway, all of that being said, RPM contributor Brian Wood dug up this shot of our cruise through the streets of Belle Rose LA. that year. Let me set the stage; the day before this photo, I had discussed our plans of the street cruise with the Sheriff, who kindly indicated something to the effect of, “if these boys weren’t selling drugs or running other people off his roads then they could do whatever the hell they wanted”. So imagine the World Street racers’ surprise as they round a corner along the cruise route to find a local deputy parked and waiting with radar gun in-hand!

The Sheriffs idea of a joke... Frost didn’t think so!

These are memories that will live long in the history of street car drag racing: licensed, insured, street driveable street cars. The rules and cars have changed over the years and even Andy believes that a street machine can have a non OEM style transmission, tube chassis and run race fuel etc etc etc (just having some fun Andy).

Although the debate of what is and what is not a street car continues to rage, I have always believed that “to be the fastest you had to beat the fastest”, and that racing with nobody in the other lane really is not a drag race, it’s a time trial. I can be the quickest or fastest on paper, but what will happen when I am facing a dozen or so cars in my own league? I respect and admire the abilities of any quick car, not to mention the long miles of the tours some of them are capable of, but nothing beats a drag race with two relatively equally matched cars doing battle and watching how it unfolds.

With this in mind, we tried a re-match in 2008 for the World Street Race II in eastern Canada, but only one UK racer (Andy Frost) was able to make the haul to defend the title, however, 35 other fast street-driven machines showed to join in on our re-vamped “tiered” Real Street/World Street class, including USA’s quickest street car racer Rod Saboury and Canada’s quickest, Boo King. Unfortunately, severe bad weather nixed that event and we’d have to fight another day.

Let’s make it official then, RPM MAG is calling out the UK racers (for the not so distant future) and any other country that can handle the battle... if you think you got what it takes, just bring it! Let’s give it another whirl shall we mates? Let the games begin!

Interested? Email me at editor@ rpm-mag.com.

The cool nitrous’d Ford Popular (AKA Anglia) of the UK’s Jeff Meads sits alongside the wicked turbocharged rotary powered Mazda of Canadian competitor Steve Szczepanski during the mandatory fuel stop on the cruise route. Imagine their surprise to see local law enforcement waiting as they approached the stop!

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SEPTEMBER 2014

Be sure to check out our Performance Directory on page 60!

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!

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

CARS

COVER CARS Supercharging 101.......................................... 32

We break down the pros and cons of three types of crank-driven boost!

CHARGED R E P U S L GA CENTRIFU

Under Pressure........................................50

Twenty-five pounds of boost and two tons of attitude make this Pro Street ’69 Camaro anything but typical

WN ROOTS BLO

Blown Away!........................................................... 20

Billy Meadows’ road to running the world’s quickest ProCharged drag car!

Return Flight.................................................................. 8 Matt and Debbie Hay’s show-stopping 1988 Pro Street Thunderbird comes back from the dead

Gangster Style.........................................................72

PROJECTS TECH Head Case........................................................................................................... 42

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Never turn your back on Ken Everitt’s wicked ’38 Chevy!

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Dart’s new 20° aluminum big block head targets out-of-the-box race-winning performance

Products & Innovations.......................................................................... 48 We put the CTEK MULTI US7002 charger to the test

Part 9: Beadlocks & Rolling Stock......................................................................... 85 The Horse gets a trick set of Budnik billet wheels with Mac-Fab Beadlocks and Mickey Thompson tires

DIY Fabrication 101............................................................................................. 92 Tube bending and notching the right way for your next chassis fabrication project

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

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SEPTEMBER 2014 | RPM Magazine

www.rpm-mag.com | SEPTEMBER 2014

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I

t was almost too familiar. It was the eleventh hour, and Matt and Debbie Hay were thrashing away in their modest three-car garage in Chandler, Arizona, doing their level best to finish their latest creation in time for the Street Machine Nationals. The likable Goshen, Indiana natives are no strangers to the Street Machine Nationals or the high-horsepower, glitz, and glamour associated with top-shelf cars.

However, the pair thought they had put that life in the past.

And to be honest, they had— until the 2013 edition of the Street Machine Nationals up-ended their happy, predictable, and financially stable lives with thoughts of doing it all over again.

>>Matt and Debbie Hay’s show-stopping 1988 Pro Street Thunderbird comes back from the dead

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SEPTEMBER 2014 | RPM Magazine

ROOTS BL OWN

story and photos by

Toby Brooks

www.rpm-mag.com | SEPTEMBER 2014

9

RETURN FLIGHT

DOUBLE YOUR FUN The T-bird’s wild induction system includes a pair of reverse-mounted B&M roots-style blowers that push into a custom airbox. The box then blows through twin 4-inch charge tubes into a custom intakemounted plenum.

TPI throttle bodies and a Digital Fuel Injection EFI system handle the fuel metering and delivery.

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“We were thrilled to return to Du Quoin for the Street Machine Nationals in 2013,” said Matt. However, it marked the couple’s first-ever major car show in which they were honored guests without a car.

“It was really kind of odd to be at the show with no car and to be able to actually just take it all in and enjoy it,” Hay said. The Hays had built and brought four different cars of progressively increasing complexity and execution to the Nats as well as countless other major shows and events over the years,

including a ’66 Mustang, a ’79 Mustang, an ’84 Oldsmobile Ciera, and an ’88 Thunderbird. However, for the first time in their lives, in 2013 Matt and Debbie found themselves as spectators rather than participants.

NOT SO FAST…

Pleasant as the experience last summer was, it rekindled that passion in the pair.

Conversations of building a new car or tracking down and restoring one of their previous builds turned serious, and none of the couple’s

www.rpm-mag.com | SEPTEMBER 2014

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RETURN FLIGHT BADDER THAN EVER Pictures simply cannot do the incredible neon pink hue justice. The retina-burning color is so bright that it actually begins to fade from the moment that it leaves the spray gun.

Squeeg’s Customs got the nod to return the car to her former glory, and the results speak for themselves.

John Baechtel photo

12

cars were more worthy of a re-launch than their iconic pink T-Bird.

The car was so popular at its initial release that the Revell Corporation crafted it into a 1:24 scale plastic model kit. It was featured in almost every custom car magazine around the globe and displayed at both indoor and outdoor events all across the country and even made a few international appearances.

After a nationwide search, the Hays found what remained of their once-show-stopping Ford in an obscure corner of Western Pennsylvania. The car had been on display for a number of years in—of all places—a guy’s living room.

Parts and pieces had been randomly pilfered over time and the once-award winning retina-searing pink paint was a distant memory covering sheet metal in various stages of dent, ding, and disrepair.

SEPTEMBER 2014 | RPM Magazine

When initially debuted for the 1988 show season, the T-Bird had been the smash hit of the Nationals, walking away with the fiercely competitive Competition Engineering Pro Street Award, Best Engineered Award, Best Paint and Graphics, second place in best supercharged vehicle, and runner-up for Best Overall Street Machine.

However, when Matt finally tracked the car down in the fall of 2013, those glory days appeared to be gone forever. After the car had been sold, a subsequent owner had sold it at auction for a measly $16,500 in 1999. It then changed hands a few more times, showing ample signs of abuse and neglect unbefitting one of the pinnacle artifacts of the Pro Street era. If the car had any chance at a revival, it would require a total restoration.

The Hays struck a deal with the owner and man-

JUST THE WAY YOU REMEMBER IT Matt had to be extra careful during the resto in order to avoid sanding too heavily. The graphics were resprayed in exacting fashion.

Centerline wheels with Mickey Thompson Sportsman rubber and side-dump SuperTrapps complete the classic pro street look.

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RETURN FLIGHT THE ’BIRD’S CAGE Polished aluminum abounds inside, with Hay-fabbed tubs and trans tunnel front, center, and rear.

ProCar seats with Deist harnesses (complete with original Nov 1988 SFI tags!) keep lucky occupants comfy and secure.

Gauges are from Autometer.

aged to get the car back to its birthplace in Chandler.

After the 2,000+ mile journey, the ’Bird was stripped and taken back to the shop that had initially applied the award-winning neon paint, Squeeg’s Kustoms in Chandler. After six months at the busy shop, Matt got the car back and set out to finish the rebuild in time for the Nats, a nearly super-human feat considering the complexity of the

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car and the fact that nearly every system needed a total rework.

The car was initially acquired as a roller shell from Ford Motor Company and Matt got right to constructing a full 1 5/8-inch Alston Pro Stock mild steel chassis himself. Rear suspension consists of a 38-inch wide narrowed Currie 9-inch rear with 4.56 gears on an Alston four-link with Koni shocks, while a Strange

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www.rpm-mag.com | SEPTEMBER 2014

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RETURN FLIGHT

OLD SCHOOL Hard as it is to believe, nearly everything you see here is an actual antique. Still cool after all these years, though!

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SEPTEMBER 2014 | RPM Magazine

strut setup with Konis smoothes the bumps up front. A Pinto rack-and-pinion handles the steering chores, and the entire pro-stock inspired setup gives the car the trademark low-slung, sinister Hay stance.

Braking duties are handled by a CNC dual master cylinder routed to AirHeart disc brakes. Rolling stock consists of era-perfect Centerline wheels with Mickey Thompson tires. Front 15x3.5-inch units minimize rolling resistance while monstrous 15x15-inch wheels with 33x21-15 Sportsman tires provide ample hook.

Tires were replaced, wheels polished, and chassis cleaned and detailed as part of the full restoration.

Matt opted to have the wild twin-supercharged 351 Windsor engine completely rebuilt while replacing every wire, and repairing, replacing, or refinishing nearly every other piece on the car himself. The Alan Root-prepped engine features A.R. aluminum heads, 9.0:1 TRW pistons and forged crank and rods. The wild induction system consists of a pair of B&M roots

blowers reverse-mounted out front and blowing into a custom mounted airbox before feeding into a pair of polished 3-inch charge tubes that then articulate with a custom fabricated plenum and modified B&M blower manifold. An NOS fogger nitrous system was also plumbed in for good measure. The cool BDS angle-driven distributor was needed to clear the trick tubing.

Backing the double-blown Ford is a B&M-fortified Ford C6 with a custom valve body and a 3,000-stall converter.

Sanderson 2 ½-inch headers scavenge spent fuel and route it to the exhaust dumps just before the rear wheel openings. SuperTrapp stainless mufflers keep things quiet and the car purrs respectfully at idle. However, one stab of the throttle results in a shrieking blower whine and thunderous exhaust note warning of the ample power on tap.

One aspect of the car in desperate need of a complete do-over was the cooling system. Hay utilized a pair of flank-mounted

UNDER THE LID With the fiberglass deck lid removed, it is easy to see even more of Hay’s polished tin work. The trunk houses a pair of passengerside mounted batteries and a center-mounted 20-gallon fuel cell.

Also mounted out back are a single Deist drag ’chute and a pair of narrowed chrome Alston ChassisWorks wheelie bars.

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SEPTEMBER 2014 | RPM Magazine

RETURN FLIGHT OLD STOMPIN’ ’GROUNDS Matt and Debbie are no strangers to the Street Machine Nationals or the Du Quoin State Fairgrounds.

Seeing the Thunderbird back at this year’s event was literally like stepping back in time to 1988 when the pair first debuted the car at the very same facility.

Ron Davis Racing radiators and modified the former plumbing configuration to ensure the car would run cool, a considerable improvement over the car’s first iteration.

Due to time constraints, the Hays initially debuted the car way back in ’88 with a pair of twin sidedraft carbs. However, soon after the car’s first show, Matt replaced the temperamental carbed setup with a then-cutting-edge Digital Fuel Injection (DFI) system running dual GM TPI throttle bodies and K&N filters. Cool as it was at the time, the system is no longer available or supported. Although it is still fully functional, future plans involve a full update of the fuel delivery system with modern hardware and electronics.

Inside, the factory door panels, dash, headliner, and trim were all retained, but a number of trick touches add both form and function. First, a polished alu-

minum trans tunnel, floor pans, and massive rear tubs are obvious changes. Pro Car seats with Deist five-point harnesses keep occupants comfy and secure, while an ’80s-perfect Kenwood pull-out CD player hooked to a pair of polished aluminum Orion amps and Orion speakers adds entertainment value.

Throw in a B&M shifter and a trio of AutoMeter gauges and you have all the makings of a legendary pro street cockpit.

Moving outside, body mods are minimal but effective. A fiberglass hood with a custom Hay-designed extended scoop and a fiberglass deck lid help lighten things up, while an Alston aluminum pro stock spoiler (circa 1988) with milled accents and a pair of hand-fabricated ground effects with exhaust cutouts wrap up the custom massaging. A custom mount was also welded up for the chute out back. The incredible neon

pink pearl with Matt-designed candy burgundy, charcoal, and silver graphics with lime green pinstriping was painstakingly restored to all its glory by the crew at Squeeg’s.

In an eerily familiar scene, the Hays were still thrashing away day and night to get the car ready in time for her big re-debut at the 2014 Nationals, and as usual, made it just in time. For Nats fans, it was a chance to relive days gone by and transport back in time to a balmy summer’s weekend in 1988. For newcomers to the show, it was a rare chance to see one of street machining’s crown jewels on display, restored back to her former splendor.

For all, it was a chance to see the end result of one couple’s unique vision and incredible investment of time, talents, and treasures rolled out to take the pro street world by storm.

All over again.

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story and photos by

I

>>Billy Meadows’ road to running the world’s quickest ProCharged drag car!

n extreme sports, there’s always that thought tucked away in the back of your head that there is a certain level of danger involved. It keeps you on your toes, fully aware and in touch with everything that is going on around you. For many, when they are involved in a serious accident they rethink if the danger is worth the reward, and sometimes, understandably, choose not to return. In motorsports, the fact is that at most levels any potential prize money barely covers your expenses let alone the cost of your race car. The biggest rewards are the rush of competition and satisfaction of accomplishment, but yet after an accident so many racers still return to the high power sport they love.

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SEPTEMBER 2014 | RPM Magazine

It takes a strong drive and intense willpower to put yourself back in a race car after almost losing your life in one, and it is not something that happens right away. For Billy Meadows it was a five-year lay off from the driver’s seat of the crash to the driver seat of the world’s quickest ProCharger equipped car. Now that is determination!

Bill, along with older brother Russell, hail from the small town of Midland in Fauquier County, Virginia. Bill is the manager at Old Town Athletic Club while Russell is one of the head salesmen at Jim Harris Buick GMC in Warrenton, Va. Growing up, the brothers were both into cars. Russell’s love for the hobby was more toward the show and shine side of things, while

Tim Lewis

Bill was into going fast. Street racing was just a way of life for many in this area of VA during the ’70s, ’80s and into the early ’90s, and back then Billy and the boys ran a ’70 Chevelle with a 396, 4-speed and 12-bolt rearend.

Fast forward to September 1993 at Sumerduck Dragway, when on a beautiful Labor Day weekend Billy could be found piloting a ’27 Ford roadster with a blown big block Chevy match racing Jeff Stubbs from Roanoke, VA in the infamous Pro Roc blown Iroc Camaro.

Local fans, friends and family were on hand to watch Billy go head to head with the world’s

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IMAGINE REPLACING THIS

PROCHARGER PRESSURIZED RAT At the heart of the beast is the Jon Gulick built big block Chevy.

quickest D.O.T tire street car of the time. Billy would do a half-track burnout and back the car up as fast as he could.

Both cars left the line hard, but Billy got out of shape and rolled the roadster several times, going over the guardrail and landing right side up.

As a result, his injuries were life threatening. Both

lungs were deflated, he had severe head trauma, a broken arm and several other injuries. He was airlifted to INOVA Fairfax Hospital where he would lie in a coma for 12 days.

With family and friends beside him, Billy would slowly recover from his brush with death and by 1998 he was ready to race again.

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UNDER THE CLIP Billy’s brother Russell stepped up as well this time through and made sure that if his little brother was going to race again, it would have to be in a much safer car.

A ’92 Camaro tube chassis car was purchased and so began the start of Meadows Racing. Russell explains, “Man were those first few races rough! Just an open trailer with wooden ramps and dad’s old redneck pick-up truck pulling it.” After a few years racing the Camaro the boys thought it was time to once again make a change and at the time the 2004 Pontiac Grand Am that once belonged to IHRA Pro Stock standout

A little bit of a different look for the intake by today’s standards.

These days, more and more boosted combos are going with sheet-metal tunnel ram style intakes with twin throttle bodies when running twins, or a single throttle body and EFI when running a single.

BLOWN AWAY

Steve Spiess was available.

The idea was to run IHRA Pro Stock exclusively, however, the high cost of participation kept them running more local events for the next few years as well.

“Watching the Pro Stock and Pro Mod cars race at our home track Sumerduck in the early ’90s was my inspiration to really get further into drag racing,” said Billy.

“Watching Terry Walters in his Olds Cutlass and Scotty Cannon in his Willys, that’s what got me into going fast!”

Jon Gulick was called on to build a 530ci big block Chevy with a ProCharger providing the extra horsepower to reach the next level.

Gulick has been known in the area for years for building all types of engines, but blowers seem to be where you hear his name most. A

Callies crank and MGP rods swinging Bill Miller slugs were fit inside a New Century block. Cylinder heads are from the Texas gang at Reher Morrison. T&D parts make up the valve train and a custom camshaft from forced induction master Steve Morris was added to the package. An Edelbrock intake tops off the motor and fuel flows through an MFI set up from Travis Quillen… no EFI here, this is all mechanical. A crank driven 135 F3 ProCharger was installed and Chris Cheeks of Cheeks Performance was called up to build a set of headers along with the rest of the exhaust system. The transmission is a Wayne Rogers built TH400 with Coan convertor delivering power back to a 9-inch Ford rear differential with 4.10 gears and race axles.

The chassis originally came from Jerry Hass and Marvin Wright of Pro Cars

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www.rpm-mag.com | SEPTEMBER 2014

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VIEW FROM THE BACK The rear suspension is nothing overly exotic and the Grand Am tips the scales at 2,400lbs.

in Culpepper, VA has done some tweaking over the years, since the brothers have owned it with various different combinations. Tipping the scales at 2,400lbs, it’s light, and we all know that less weight equals lower elapsed times!

With the new set up in the car, crew chief and longtime friend Perry Garnett, along with brothers Donald and Jeff Garnett, made some promising shakedown runs and all involved knew it was going to be fast! Then, on June

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SEPTEMBER 2014 | RPM Magazine

22nd, 2013 at Colonial Beach Dragway, Meadows Racing became the quickest ProCharger powered car in the world.

The car left the line hard and marched straight down to the 660 finish-line lighting up the scoreboards with a 3.96 @ 172.61mph! A while after their accomplishment though, Ake Eliasson from Koping, Sweden in his bright yellow 97 Firebird went 3.93 @ 180mph with a 521 BAE Hemi equipped with an F3 136 ProCharger, but the fight wasn’t over yet!

BLOWN AWAY

SUPERC

HARGER

SPECIA

L

WHISTLE WHILE YOU WORK Lined up beside Pro Nitrous heavy hitter Jason Harris in round 1. Harris, who can run high 3.70’s and low .80’s was a bit much for Bill, but we think you’ll see the ProCharger-powered Pontiac right there beside him soon.

www.rpm-mag.com | SEPTEMBER 2014

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BLOWN AWAY

LAUNCH The Goodyears grab the MIR starting line as the car heads down track for another 3-second pass.

THE OFFICE Billy has steered many a mile over his career behind the wheel of this car. Talks of maybe riding this bull all the way to the ¼-mile have been going on for a while now. Just a guess, but 5.90’s should not be a problem at all in the ¼.

In early November 2013, while testing at MIR (Maryland International Raceway), Billy broke into the 3.80’s and once again set the mark for the ProCharger crowd. This time, the clocks were tripped

and the board lit up with a 3.88 @ 193mph!

For those in the know, the front half numbers were .945 60-foot and 2.597 to the 330 clocks.

By the way, this car is still a 105-inch wheelbase Pro Stock chassis!

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27

Over the winter, Spotsylvania, VA painter and Pro Mod racer Bruce Mullins laid down a new paint scheme on the car along with building the

small cowl on the hood, and with its new look the Pontiac draws even more attention. With Travis onboard and the team finding new data from every

FLAMIN’ HOT PONCHO Backing up to the starting line at the Beach! The car, resplendent in its previous paint scheme, would THE ROADSTER light up the clocks with the track’s first 3-second pass, plus the new world record for a single ProCharger This car almost ended it all but Bill equipped car. Check out the QR code to see Meadows lay down a blistering 3-second pass last summer! bounced back stronger than ever.

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SEPTEMBER 2014 | RPM Magazine

BLOWN AWAY WHISTLE WHILE YOU SMOKE...

Meadows warms the hides at Maryland International Raceway. Not many things sound meaner than a ProCharged car doing a burnout!

CRANKY HUFFER Extra power is supplied via this 135 F3 ProCharger. The battle lines are drawn and now it’s a fight between the USA and Sweden.

www.rpm-mag.com | SEPTEMBER 2014

29

BLOWN AWAY

run, we wouldn’t be surprised if this car dips into the low 3.80’s or maybe even high 3.70’s, with speeds near 200mph!

“Without the help of these great people none of this could be possible,” Bill added. “Perry, Donald and Jeff Garnett for all the hard work and long hours they put into the car. Jon Gulick,

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Travis Quillen, Wayne Rogers, Coan, Jerry Hass, Marvin Wright, Adam Lambert, Lamb, Spud Miller, Cliff Scott, Chris Cheeks, Sonny Leonard, Steve Jackson, Steve Morris, CV Products, MSD Performance, RacePak, The SuperCharger

SEPTEMBER 2014 | RPM Magazine

Store and also all of the fans we have made over the years. And a special thanks to the local tracks that give us great places to race; Sumerduck, Colonial Beach, MIR, and VMP.”

THE CREW From left to right: Billy, Perry Garnett, Donald Garnett and Russell.

(Jeff Garnett not pictured).

www.rpm-mag.com | SEPTEMBER 2014

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John Baechtel photo

RPM ENGINE TECH

Te rry Wood s ph

oto

>> We break down the pros and cons of three types of crank-driven boost! by

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SuperChargersOnline.com

SEPTEMBER 2014 | RPM Magazine

John Baec

htel photo

T

here are very few single parts or pieces that can add the power, look, and overall “wow factor� to a high performance street or drag car than a supercharger. As technology has advanced, so too have the types and applications available. RPM recently contacted the crew at superchargersonline.com and got the scoop on the

pros and cons of each setup.

As evidenced by the variety of systems seen on the cars featured in this issue alone, there really are very few limitations other than a vivid imagination (and a healthy checkbook!) in building a killer blown application for your ride, and as always, much of the decision making process comes down to personal preference.

www.rpm-mag.com | SEPTEMBER 2014

33

SUPERCHARGING 101 A supercharger is basically a large pump that blows or compresses air and forces it into the engine’s intake.

Turbochargers do the same thing, only they are run by exiting exhaust gasses, while superchargers are powered by the engine’s spinning crankshaft, normally via the accessory belt. Originally built for World War II aircraft, superchargers have become very common in today’s performance and racing automotive world, and

even featured as original equipment on some new performance cars straight from the factory!

The equation is pretty simple really; forcing more air into an engine combined with more fuel results in more power.

Superchargers have become popular in recent years for several reasons, including cost efficiency, reliability, and of course, performance.

Supercharging an engine often results in huge power increases in the range of 50% to 100%, making them great for racing, hauling heavy loads, or just having fun in your daily driver or weekend cruiser. Although super-

34

chargers carry a fairly high ticket price when compared to other single performance upgrades ($1500 - $4000+), they provide excellent horsepower gains for your dollar.

And, for street applications, because of the way superchargers work, they provide power only when the engine is under full throttle or under load... not under normal cruising conditions. This means that the supercharger will not affect the engine’s reliability, longevity, or even much in the way of fuel economy under normal driving conditions.

There are two categories of superchargers: positive displacement and dynamic compressors.

Positive displacement superchargers include both screw and roots designs.

Positive displacement superchargers provide an almost constant level of pressure increase at all engine speeds.

The second category, dynamic compressors, includes centrifugal superchargers where pressure increases with engine speed.

From there, twin-screw and centrifugal chargers are known as internal-com-

SEPTEMBER 2014 | RPM Magazine

CENTRIFUGAL The centrifugal supercharger is an internalcompression unit as it compresses the air inside the case of the supercharger itself.

This style has become wildly popular for street and race applications over recent years because of its universal application and ease of install while still having the ability to make serious horsepower gains.

ROOTS A cool cutaway of Magnuson’s Heartbeat “hybrid” roots style supercharger.

Companies such as Magnuson and Eaton have brought new innovative technology to the Roots style chargers, pulling new power from the original “blower” that continues with huge popularity over 130 years after the concept was first invented. Plus, nothing looks cooler than a big bad blower stickin’ out of the hood!

SUPERCHARGING 101 pression, as they compress air within the supercharger itself. Roots superchargers, on the other hand, are external compression as they pull/pump the air through case which then compresses in the intake manifold. Roots superchargers are where the term “blower” came from as they essentially blow air through the case into the intake.

WHICH ONE SHOULD I CHOOSE? Centrifugal vs Roots vs Screw Type Superchargers Creating more power is the ultimate goal for any enthusiast and forcing a compressed air charge into the engine leads to greater power. Choosing the right supercharger for your application is

the first step to putting a smile on your face as you drop the hammer or pull your trailer uphill. This is a guide to help understand the further differences between centrifugal, Roots and twin-screw superchargers.

L A G U F I R T N E C RECOMMENDED USAGE: Street, Drag Racing, Towing, Road Racing

PROS • Lots of flexibility for power levels and adjustments • Lower discharge temperatures • Great reliability • Relatively easy to install (universal)

CONS • Not as much boost at low RPMs as Roots or Screw superchargers • Kits require more room in engine bay

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SEPTEMBER 2014 | RPM Magazine

Centrifugal Superchargers

Centrifugal supercharging compresses the air inside the case of the supercharger (internal-compression supercharging) using an impeller and discharges the air out of a scroll to the motor. This design is similar to a turbocharger except that centrifugal superchargers use a belt driven by the engine crank instead of exhaust gases. Centrifugal superchargers are one of the more user-friendly ways to supercharge your engine. Unlike Roots and Screw types, the Centrifugal charger is far more universal as it is not mounted on top of the engine, but rather on its own separate bracket system. The ability to change the diameter of the drive pulley to spin the impeller faster and change the impeller size to compress more air is a less expensive way to adjust the power curve.

Centrifugal superchargers have become very popular among DIY and professional installers for both street and strip applications.

Roots Superchargers

The Roots-Type Supercharger is the first style supercharger that was ever used and can be dated back to the 1880s when the Roots brothers designed it as an air conveyor for mine shafts. Roots blowers act like air pumps (not compressors), and in general, Roots blowers have a pair of two to four-lobe rotors (depending on the style of supercharger), where the rotors rotate away from each

www.rpm-mag.com | AUGUST 2014

37

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RPM ENGINE TECH

ROOTS RECOMMENDED USAGE: Street, Drag Racing, Commercial, Towing

PROS • Boost throughout the entire RPM range, right off of idle • High potential for gain (good fit for high horsepower drag race applications) • Excellent reliability • Great appearance & stature for street or strip (Most common supercharger type for show vehicles and used largely in quicker classes of drag racing ie: Pro Modified) • Factory fit & appearance for OEM applications

CONS • Higher cost due to specific application mounting hardware • Higher discharge temperature

other to pump air through the case and into the intake. Roots blowers provide positive pressure to the engine from just a crack of the throttle and reach maximum boost output earlier than other styles of superchargers. These superchargers are installed on top of the intake manifold of the engine and are ideal for applications where low-end torque is needed. Roots blowers are reliable and require very little maintenance, which is one of the reasons why Audi, Austin Martin, Ford, Dodge, GM, Jaguar, Mercedes and Mini have all featured a roots blower as original equipment on select high performance vehicles.

Newer technology has allowed these superchargers to become much more efficient than previous models, including, but not limited to the EATON® TVS rotors and integrated bypass valves. Eaton’s TVS (Twin Vortices Series) superchargers claim much higher air flow (which equates to more boost and power) while consuming less power at high rpm.

For higher performance and racing applications high-helix Roots superchargers are also available which offer more rotor twist over the length of the rotor.

Twin-Screw Superchargers

Twin-screw-type superchargers are derived from the Roots-type concept and are most often confused with the Roots supercharger.

Although from the outside twinscrew superchargers may look a lot like the Roots type, on the inside you will find a pair of meshing lobes (one with male threads and another with female threads) that compress air in the supercharger housing, unlike Roots superchargers that compress air in the intake manifold.

The twin-screw supercharger air is compressed as it moves and is squeezed between the screws (rotating towards each other) to

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39

SUPERCHARGING 101 TWIN-SCREW Whipple Lightning Blue Screw Supercharger.

The twin-screw charger is a universal soldier of sorts and can be used from OEM all the way up to full race applications, however, it is more costly to manufacture.

create positive pressure. This design takes less horsepower to operate and generally discharges the air at a cooler temperature than a roots design. The screw type produces a dramatic increase of power from idle and throughout the rest of the power curve making them a great choice for high power drag racing, heavy vehicles, towing or commercial use. The screw type supercharger is, however, more expensive to manufacture making the cost higher for the end user.

So there you have it, a basic description of supercharging and the three types of superchargers available for your street machine,

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SEPTEMBER 2014 | RPM Magazine

race car, show machine or tow rig. As we dive into higher power applications there are a number of other factors such as temperature of the fuel/air charge that come into play which leads to the application of intercooling, and from there, what type of intercooling; air-to-air or airto-water. Your best bet is to contact the manufacturer or your dealer to discuss your specific application and determine what best suits your needs.

SOURCE SUPERCHARGERSONLINE.COM Ph. 818.518.9889 Sales@SuperchargersOnline.com

W E R C S N I W TRECOMMENDED USAGE: Drag Racing, Street Use, Towing, Road Racing

PROS • Great power at all RPMs • Factory fit & appearance for OEM applications • Excellent reliability • Higher efficiency– takes less horsepower to run and provides lower discharge temperatures over Roots.

CONS • Higher cost (Mostly due to cost of precision machining of screws over rotors. The screws turn at a higher RPM and have tighter internal tolerances throughout).

RPM ENGINE TECH

Head CASE

>>Dart’s new 20° aluminum big block head targets out-of-the-box race-winning performance

John Baechtel

by

I

n a dyno cell deep within the research facility of Dart Machinery, Dart’s new Pro 1-20 big block Chevy cylinder head has just undergone its final tests. A companion addition to the Dart Pro 1 lineup, it boasts a formidable performance pedigree that ensures it will be a competitive player in current-day competition. Five years earlier Reher-Morrison Racing Engines—one of Dart’s top partners—modified several sets of Dart castings to meet then-current Texas Pro Stock Racing Association’s 23° head rules.

Welding and hand finishing made these heads quite expensive, but they quickly dominated the class.

David Reher knew they could still make an even better head with a clean sheet of paper and in 2013 once again called on the old master, Dick Maskin at Dart Machinery to make it happen. Dart’s technical depth and formidable manufacturing capacity were critical to achieving the goal of a top-performing cylinder head that any racer could use without expensive porting and preparation.

Through many long conversations, Maskin and Reher brainstormed the new

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SEPTEMBER 2014 | RPM Magazine

20° Dart Pro 1-20 head combination that, like the Big Chief Pro 1, takes most of the costly porting work out of the equation.

Dart’s superior casting technology and a hardcore dose of current Pro Stock science derived a piece that requires only minimal chamber and valve bowl work.

Costly porting is rendered unnecessary.

The Pro 1-20 comes standard with copper impregnated valve seats that are equally compatible with either stainless steel or titanium valves. The heads accept pre-existing Jesel or T&D shaft systems thus creating a top-performing head with the advantage of having aftermarket components readily available.

This technology is far from happenstance. Consider this: among the ranks of sportsman drag racers, Dart cylinder heads have won more races and championships since 1982 than all other cylinder head manufacturers combined. A bold statement to be sure, but one that Dart president Richard Maskin is clearly comfortable standing behind.

Maskin, a prominent figure in Pro Stock drag racing since the early seventies, spent much of that time researching

photos provided by Dart Machinery

and discovering what makes a racing cylinder head perform at the highest level.

His unparalleled commitment naturally led to broader immersion in the racing ranks where he developed the first true racing cylinder heads for Hemi powered Top Fuel and Funny Cars in 1981; immediately capturing 90 percent of that business, but quickly recognizing that it wasn’t enough to sustain a major company over the long term.

As the big block Chevy emerged a clear leader, Maskin was a key player in the ongoing development of big block cylinder heads and blocks from the earliest days when racers had to weld and re-machine factory castings to the point they were unrecognizable. In 1982 Dart introduced the first aftermarket 24° aluminum big block Chevy racing cylinder head. It incorporated all the hard won racing knowledge he had accumulated in the professional ranks and became an instant success.

Dart’s new 20° degree Pro 1-20 head is designed to make racing easier for all racers. It’s a natural extension of Maskin’s determination to provide superior racing

PERFORMANCE ON DECK The all-new Dart Pro 1-20 aluminum big block head carries 2.4-inch intake and 1.8-inch exhaust valves in your choice of stainless or titanium alloy riding in Manganese Bronze valve guides. These heads fit OEM and aftermarket steel and aluminum blocks with conventional 4.84-inch bore centers. They include provisions for Dart’s inside head studs which provide more even gasket clamping.

products at a reasonable cost.

A competitive out-of-the-box cylinder head that accepts existing valve gear and requires no special preparation is just what the majority of racers need. The Pro 1-20 is the first in a new series of Dart racing cylinder heads to complement the existing Big Chief and Pro 1 lineup. It packs a powerful punch for racers seeking a competitive aluminum cylinder head.

Its flatter 20° valve angle is a prominent feature, but it had to be done correctly to derive maximum performance benefits. The flatter the angle, the harder it is to get the short turn radius to perform effectively. The combined expertise of Maskin and Reher ensured the proper radius and shape as the port transitions to the

bowl area. It’s important to remember that air has a mind of its own and it does whatever it wants in seeking the best path to the cylinder depression created by the descending piston. The key in cylinder head development is to identify and provide an effective path that the air will naturally prefer.

That’s where Dart’s decades of Pro Stock experience and David Reher’s combined influence in shaping and sizing the port make all the difference.

If you consider that all we have to work with is atmospheric pressure, it becomes clear that everything in the inlet path has the potential to influence the effective transfer of available air pressure into the cylinders in either a positive or negative way. Although we move easily within it,

www.rpm-mag.com | SEPTEMBER 2014

43

FEATHERWEIGHT MASS...

HEAVYWEIGHT PERFORMANCE Bare heads weigh in at just 35 pounds. The 156cc exhaust ports fly .600inch higher than stock with modified 2-1/8-inch flattened oval port exits and standard header bolt pattern for 2-1/8 and larger custom headers.

atmospheric pressure is a remarkably powerful force. With proper influence we can utilize its aggressive nature to achieve maximum pressure recovery exiting the intake valve and further ram fill the cylinders to create volumetric efficiency levels approaching 125%. That’s Pro Stock performance territory for naturally aspirated engines.

In a siamesed or non-spread port design such as this it is more difficult to achieve the most desirable path to the valve, so steps are taken to achieve the best results possible for the configuration. Metal is moved, entry angles modified and passages relocated to suit the desired results without affecting compatibility with available “shelf” intake manifolds. Pro 1-20 heads come with 2.400-inch intake valves and 1.800-inch exhaust valves

in either stainless or titanium.

The intake port is raised .500-inch above the stock factory location to straighten the path to the valve and its 440cc port volume was specified to accommodate 500 cubic inch and larger engines. The Pro 1-20 head also incorporates the 50° intake and 55°exhaust seating angles found to flow so effectively in Pro Stock racing. The exhaust valve is relocated .045-inch farther away from the intake valve to encourage intake flow and pressure recovery and to reduce charge contamination potential on overlap.

UNDER THE ’COVERS Standard siamesed port configuration ensures compatibility with conventional 24° intake manifolds and works equally well with standard deck and tall deck applications. In the absence of a tall deck specific manifold, standard deck intakes can be used with appropriate spacers. Raised rectangular 440cc intake ports are sized and shaped to accommodate the flow requirements of 500ci and larger engines with power bands from 5000 to 8000 RPM depending on stroke length and final displacement.

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SEPTEMBER 2014 | RPM Magazine

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RPM ENGINE TECH In static testing the head rivals many spread port heads, flowing a stout 466 CFM at 28 inches of water and 1-inch valve lift. The exhaust flows 332 CFM also at 1-inch lift. On the intake side it is also important to consider the overall port shape, size and taper and how well it accelerates the air toward the valve once it leaves the plenum and picks up speed in the runner. Countless hours of testing and development went into getting this right based on the decades of Pro Stock racing experience shared

by Maskin and Reher.

CNC-prepped 102cc combustion chambers require compatible pistons with corresponding 20° valve pockets. The shallower valve angle and reduced volume help minimize combustion space surface area and corresponding heat loss while supporting higher compression ratios with minimal piston dome structure. Dart’s long history of wet flow testing and development helped determine chamber shape for the most desirable quench and air motion as the piston approaches the chamber on the compression stroke.

The 156 cc exhaust ports are positioned .600-inch higher than

stock to help achieve a more effective blow down event and reduce resistance to piston exhaust ramming in the latter portion of the exhaust event. These raised ports require a custom header configuration with standard flanges, but what race head doesn’t at this level.

Dart did not overlook compatibility issues as they made certain the new Pro 1-20 heads are fully compatible with original Mark IV, Gen V and Gen VI blocks with proper head gasket choice (see spec sheet). And they are configured to use dart’s inner head stud kit for optimum head gasket sealing via even clamping around the perimeter of each cylinder opening.

The spring cup pockets accept 1.740-inch OD cups and will accept up to 1.650-inch diameter springs. The new head can be used on both standard deck and tall deck blocks while maintaining conventional 24° intake manifold compatibility.

We live in an age where anyone who can afford CNC equipment can digitize and copy the best performing heads out there and reproduce them with relative accuracy. But copies don’t win consistently because they cannot duplicate the subtle features it took the designer untold hours to test and develop. They can duplicate a port and a chamber, but they can’t necessarily

IN THE CHAMBERS Shallow 102cc finished chambers include copper-impregnated valve seats with 50° intake and 55° exhaust seat angles.

Chamber size accommodates current normally aspirated and nitrous piston applications with 20° valve pockets and dome configurations up to 15:1 compression. Chambers can be safely flat milled to 95cc if desired. The chamber shape serves directional flow and pressure recovery needs along with effective quench pad and generous exhaust wall shape to encourage high exhaust flow.

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$84995 www.rpm-mag.com | SEPTEMBER 2014

45

RPM ENGINE TECH READY TO ROCK(ER) Conventional pedestal mounts accept readily available Jesel or T&D shaft rockers thus eliminating exotic valve gear and associated expense. Generous pushrod clearance is provided and as always final pushrod length must be determined at final mockup assembly. Dart provides a stout P.S.I. spring package suitable to most applications and the spring seats can accommodate mild modification to suit some application specific requirements.

place them in the correct position relative to the cylinder bore or match the valve placement and seat configuration that made big power in the original.

There are hundreds of good head porters who can make a head sing pretty well and there are also shops selling CNC or what many call “the shiny.”

That’s not good enough for Maskin who is devoted

46

to research and the learning process that consistently seeks the next level. He believes in selling the best product he can make for the racer. Once he achieves that he raises the bar again, always seeking a higher level. Through this process he has consistently outperformed competitors who settle for “the shiny” or simply good enough. In

SEPTEMBER 2014 | RPM Magazine

developing the new Pro 1-20 head Dart is once again demonstrating technical leadership and the kind of service Maskin himself would expect if he were the customer.

He knows because he has always been a racer first.

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www.rpm-mag.com | SEPTEMBER 2014

47

RPM QUICK TECH

by

Raymond Knight

PRODUCTS & INNOVATIONS

I

started my career in the auto electric industry in 1975 at the age of 11. Our shop(s) would eventually go on to be a founding member of AERAC, write tech articles for industry publications, advise OEM automotive manufacturers, NASA, and both the US and Canadian military. In 2003, we even set a world record on a battery powered drag bike.

With that said, in my opinion, the very competitive battery industry (and its supporting industries) are wroth with misleading advertising, unfounded claims, and gimmick products. So when RPM Magazine contacted me about testing out the “Smartest Battery Charger in the World” from CTEK, my first thought was, “Here we go again.” But at the same time, every man likes the opportunity to check out a new tool for the garage, so I was up for the challenge.

CTEK boasts a lot of neat features, but is it really the world’s smartest charger? We’ll comment on that soon enough, but the two features that stand out the most as I see it

>>CTEK MULTI US7002 Charger

have to be the fully automatic charge profile and pulse charging.

For fully automatic charging, the charger adjusts the voltage and amperage to suit the state of discharge of the battery. There have been high-end battery chargers doing this for decades. Batteries charged with a proper algorithm tend to last longer, and have more reserve capacity. The price point of this technology, however, has kept it from being used in the “average Joe” battery charger.

I was first introduced to pulse charging back in the mid ’90s. It was a relatively new technology at the time and the auto electric industry was very skeptical of it. Rightfully so, it was usually presented as a small plastic box with two wires coming from it, and it was going to magically make batteries last twice as long. They were $100-$200 at the time, and found traction first with electric forklift owners, many of whom owned multiple trucks with $5000+ battery packs. As owners began to see better performance and longer lifespans from their battery packs, the technology spread to other industries.

By pulsing the charge current (there are numerous names used to describe this), the charger breaks down contamination that builds up on the plates inside the battery.

Less contamination on the plates means more efficient chemical reactions.

CTEK has incorporated both of these valuable features into their chargers and made it as simple as possible to use. So with my homework done, I was actually im-

pressed and looking forward to giving our CTEK MULTI US7002 test charger a whirl. I choose a 7 ½-year old 95ah battery that had just been replaced, a 5-year old 70ah fully functioning battery, and a deep cycle group 27 that was 4 years old.

The CTEK US7002 instructions are clear and concise and you simply choose the mode that best suits the specific battery you are charging, all of which are outlined in detail in the User Manual.

The first battery up for test was the 95Ah battery out of Mercedes diesel SUV. After being fully charged by conventional automatic charger, it had an at rest voltage of 12.5 volts. For a battery used in a starting application, this is considered 50% discharged, and hence why it was likely replaced. Voltage dropped to 11.10 volts during the load test, and it rebounded back to 12.3 volts once the load was removed.

I then recharged the battery with the CTEK unit, and redid the tests. First test results were an at rest voltage of 12.6, load test voltage of 11.6, and the voltage returned to 12.6 after the load was removed. Impressed, I repeated the test with slightly improved results once again. It appears that the CTEK unit was doing what it claimed it could and was reconditioning the battery. From past experiences, I would think after several cycles of discharging and recharging, the battery would once again be useful.

The five LED lights across the lower left start with the power indicator lamp. To the right of that are the four types of charging modes, one of which is selected by using the “MODE” button above. The LED lights located on the top of the US7002 start with a warning light on the left, which is illuminated by certain unfavorable conditions that might be present before or during charging. The four LEDs to the right of that indicate status of the charge. The “SUPPLY” and “RECOND” lights below that are companions to the lower lights by the same name and verify each of those modes.

cvrproducts.com For more information visit

48

SEPTEMBER 2014 | RPM Magazine

www.cvrproducts.com

The CTEK US7002 is an effective charger/reconditioner packed into a relatively small package that’s great to have in the toolbox or trailer for regular battery maintenance or “just in case.”

The next step was to see how it performed on a known good battery, our 70Ah test subject.

After our initial recharge with the conventional charger, we had a 12.7 at rest voltage. The load test dropped the voltage to 10.7 and it rebounded back to 12.4 volts. An overnight recharge with the CTEK unit brought the at rest voltage to 13.3 volts. The load test dropped the voltage to only 11 volts, and it rebounded back to 12.5 volts once the load was removed. The repeat test had identical results. Using the proper algorithm explains the improved voltage under load seen in the retests.

Our third test subject was a 4-year-old group 27 deep cycle battery. It had a resting voltage of 13.0 and under three back-to-back load tests, it showed loaded voltage of 11.4, 11.3, and 11.2 volts respectively. It even rebounded back to 12.4 volts—very good test results for a 4-year-old battery.

I recharged it with the CTEK charger and had the following results: at-rest voltage of 13.2 volts

and load tests voltages of 11.5, 11.5, and 11.4 volts. The battery rebounded back to 12.6 volts, as well. I found this more than impressive, both for the charger and the battery manufacturer.

The CTEK charger brought a bad battery back and increased the capacity of both a good start application battery and a good deep cycle battery. It is also worth noting that the CTEK charger is fully automatic and is also spark and shock-proof. This is a great safety feature, as the little blue spark you see when connecting cables to your car battery can often wipe your car’s computer out.

So is the CTEK the world’s smartest charger? That I cannot answer, but I can say that I am unaware of another charger that has all the same features, is commercially available, and is anywhere near the same price point as the CTEK lineup—and coming from me (often called the world’s biggest skeptic), if that doesn’t make you want to have one in your toolbox, I don’t know what will!

SOURCE

CTEK Battery Chargers Ph. 330.963.0981 info@smartcharger.com www.smartcharger.com

The CTEK US7002 features a series of LEDs on the top of the unit to indicate charging level/status, charging mode, and warning indicator.

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49

Toby Brooks

story by

photos by

Chris Kays

RPM FEATURE CAR

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SEPTEMBER 2014 | RPM Magazine

W

e admit it. You’re right. A pro street ’69 Camaro is cliché. It’s so typical.

It’s so expected.

But look closely and we think you’ll agree: Tim Arkebauer’s onyx black outlaw is anything but.

It all started 12 years ago when Arkebauer, a Building Supervisor at Frances Willard School in Rock Island, Illinois, decided he wanted to build a wild classic first-gen Camaro.

After a nationwide search, he finally found a suitable shell in Tustin, California. The car was brought home to Illinois and the build began. Or so Arkebauer thought.

Unfortunately, the first shop that had agreed to do the build didn’t seem particularly interested in sticking to a built schedule and made very little progress. Anxious to see his vision become reality, Arkebauer turned to Kim Gough, Jason Allen, Robert Carrasca, and the rest of the crew at Metalcrafters of Monmouth (MOM) in Monmouth, Illinois. Many of the gang at MOM have been building wild pro street cars nearly as long as the style has existed. With plans discussed, the skilled craftsmen at MOM got to work.

The first order of business was to get a full chassis constructed to help the car ride

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53

RPM FEATURE CAR

COMPETITOREYE VIEW When Arkebauer hits the throttle, nearly 2,000 horses respond in angry celebration.

The ultralow stance is thanks to a Metalcrafters of Monmouth full tube chassis.

The car features gold anodizing throughout, including the cool wheelie bar wheels that match the Weld Racing units found on each corner.

54

SEPTEMBER 2014 | RPM Magazine

low and hook straight.

MOM’s Carrasca took charge and handled the bulk of the fabrication work, starting with 2x3-inch rails and copious amounts of chrome moly tubing. A full funny carstyle cage, front and rear suspension, wheel tubs, and interior tinwork all followed. The chassis incorporates a pro stock-style strut frontend with a triedand-true 4-link setup out back. It is certified to 7.50 and has been equipped with all required safety equipment including an onboard fire system and Stroud parachute.

Aside from the menacing stance, one of the most noticeable features on the car is

the enormous huffer reaching toward the heavens and perched angrily atop the mill.

Rather than opt for a more typical Rootstype blower, Arkebauer instead chose a huge PSI 206-B twin-screw blower that is 80% overdriven, pushing an impressive 25 pounds of boost down the Rat motor’s throat. The wild induction system is further complemented by a one-off billet carb adapter to accommodate a 300HP shot of NOS nitrous, an RCD idler bracket, and twin Mark Sullens-prepped 1380 CFM Holley 4500 E-85 carbs.

Topping the whole glorious corn-fed concoction off is a

www.rpm-mag.com | SEPTEMBER 2014

55

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Trick Flow’s new PowerPort® 365 aluminum cylinder heads were created for you to win races.

These new 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.

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RPM FEATURE CAR

DUDE, DON’T LOOK NOW BUT, YOUR TRANNY IS HANGIN’ OUT Yep, it has a Lenco. Rather than hide the awesome CS-2 under tinwork or carbon fiber, the crew at Metalcrafters opted to leave it fully exposed in all its naked glory.

ALL BUSINESS The Camaro features a full funny car-style cage and a ’90s-era pro stock dash shell filled to overflowing with Autometer instrumentation.

Up top, a plethora of switches and controls including an NOS progressive box are in easy reach. Rearview mirror dice are nonfuzzy variety.

custom blower carb scoop.

The combo is good for an estimated 1,800+ horsepower before nitrous.

Supplying fuel to such a thirsty beast is no easy chore.

To keep pace with consumption, a MagnaFuel 400 pump feeds from a 15-gallon cell out back, while a supplemental BG 400 front pump on a 1-gallon cell has been mounted up front specifically to supply the nitrous system. The entire setup has been plumbed with Earl’s AN hoses and fittings.

Obviously an induction system of such stature and pressurization potential can’t be bolted to just any old long block. To ensure the engine’s

entrails don’t become its extrails, Arkebauer called upon Legends Racing Enterprises in Schaumburg, IL who started with a DART block and Crower blower crank bored and stroked to 580ci.

Diamond pistons swing on Oliver billet rods, while a custom-ground Isky roller blower cam coupled with Isky Red Zone lifters calls the shots for the valvetrain.

Smith Brothers pushrods articulate with T&D shaft rockers that have been mounted aboard the DART 380CNC heads. An MSD 7-AL3 box, MSD HD coil, and NOS programmable controller round out the powerplant’s impressive list of go-fast

www.rpm-mag.com | SEPTEMBER 2014

57

RPM FEATURE CAR

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SEPTEMBER 2014 | RPM Magazine

goodies. Carrasca got out his welder once more to fabricate the custom headers and exhaust.

Getting that much power to the pavement is not for weak—or cheap— parts. Arkebauer opted for a bulletproof Lenco CS-2 5-speed transmission with custom shifters. The unit

uses a Titan dual disc clutch and a Lakewood 8 5/8-inch can with cross shaft and liner. Heading rearward, a Fab 9 housing was loaded up with 40-spline gundrilled axles, an aluminum through-bolt center section, and a Strange spool. An RJ wishbone and anti-roll bar were also installed, and the continued on page 68

continued on page 68

www.rpm-mag.com | SEPTEMBER 2014

59

Page 60

www.rpm-mag.com

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Page 65

Race Orgs, Tracks & Events

Power Adders Incl. Nitrous Oxide Blowers/Superchargers Turbochargers, Systems/Parts/Service

Page 66

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RPM Connections Performance Directory... Connecting YOU With The Industry

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Page 67

MISC.

Incl. Buildings, Flooring, Insurance, Tools, Canopies, Tents, Graphics

Tuning & Electronics

Incl. Ignitions, Control Systems, Parts & Service

RPM FEATURE CAR

See the Camaro cruising at the 2013 Monmouth Cruise Night

JUST A SHADE OVER A DECADE The car took 12 years to build, and there were times when Arkebauer didn’t know if it would ever be finished. As a result, he calls the car “Finally.”

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SEPTEMBER 2014 | RPM Magazine

entire unit rides on Afco Big Dog coilovers. RJ chromed 80inch wheelie bars with custom Wheelez wheels round out the rear.

Rolling stock for the car consists of custom gold anodized Weld Magnum 5 wheels with Hoosier tires. The car features the mandatory big-n-little configuration, with 15x3 fronts with custom-made 15x17 rears. In addition to the custom color, the rear wheels have also been treated to a single beadlock setup.

Body mods were largely handled by the crew at MOM while finish and paint chores were adeptly handled by Josh Lester of Rocket Restorations.

RPM readers might recall Lester’s wild gold Olds Cutlass that graced the cover of our February 2014 issue. First, the crew at MOM stretched the rear wheel openings, fit the fiberglass clip, added an Ed

Quay rear wing, and installed Lexan windows front and rear to help reduce weight. Lester then prepped the car and sprayed it with a glass-smooth coat of DuPont’s two-stage onyx black basecoat. A gold color custom-matched to the car’s anodized parts was mixed and the color was used to lay down some cool Z-28 rallye stripes before everything was coated in gallons of miles-deep DuPont clear.

Moving inside, the cockpit is more reminiscent of pro mod than pro street. A custom fiberglass race dash has been meticulously fit and finished with a gaggle of AutoMeter instrumentation. Painted tinwork compliments a generous helping of carbon fiber, including the car’s door panels and wheel tubs. A pair of Ultrafab racing seats have been cut down and recovered with custom black upholstery

GOOD COMPANY The Camaro recently stole the show at the Street Machine Nationals, and it was surrounded by other awesome cars and great people.

Pictured (L to R) are Matt & Debbie Hay, Kim Gough (owner of Metalcrafters of Monmouth) and Shari Schafer, and Cindy and Tim Arkebauer.

De signed t o mee t t he demanding r igor s of r acing.

Engineer ed to WIN.

8 7 7. 9 3 5 . 3 6 6 1

weldonracing.com

www.rpm-mag.com | SEPTEMBER 2014

69

Arkebauer proudly poses behind his car at our photo shoot in the back-40 at the Street Machine Nats.

with factory-style houndstooth center inserts. Nearly the only factory-style piece remaining is the headliner, which has been recovered by Andy Laird and painstakingly snaked in place above the pristine Metalcrafters-fabbed roll cage.

Arkebauer is certainly pleased with the finished product, but he is perhaps most proud of the fact that his persistence and perseverance won the day over the course of a build that

RPM FEATURE CAR

lasted more than a decade. There were times its eventual completion was in serious doubt.

“I call the car ‘Finally’ because there were times I didn’t think it would ever get done,” he quipped.

He is quick to credit wife Cindy for “putting up with this project for 12 years.” He also noted that despite a heart attack, a pacemaker, and a whole host of other life-changing events during the build, he is pleased

with the fact he finally got to see his dream car come to life.

Arkebauer is also thankful to brother-in-law Jay and friend Joe who helped on the project.

So yeah, it is a ’69 Camaro with a blown big block Chevy, tubs, and massive rear meats. But with over 2,000 PSI-blown and NOS nitrous-assisted horsepower on tap and more than enough nastiness to go around, it is anything but a cliché.

www.rpm-mag.com | SEPTEMBER 2014

71

RPM FEATURE CAR

Y

ou never know what the future holds, and we’re pretty sure that it was never in Ken Everitt’s crystal ball that a car he and his father bought over 30 years ago, tore apart and stored in his shed would end up being a chopped, slammed-tothe-weeds, badass Top Sportsman drag car that catches loads of attention everywhere it goes. No sir, the original intention was to restore the car to original, or something close to it. That is, until he got into drag racing.

CAR OF STEEL

The car started out as an honest-to-goodness 1938 Chevy two-door sedan, and believe it or not, a lot of that original sheet metal still remains. Ken explains, “My father found the car in a shed near Owen

72

>>Never turn your back on Ken Everitt’s wicked ’38 Chevy!

ABOVE: With a single carb’d and nitrous-fogged 632-inch big block Chevy, the nasty

SEPTEMBER 2014 | RPM Magazine

chopped Chevy is inching towards the sixes in the quarter mile.

story by

George Pich

photos by

Tia Biro

www.rpm-mag.com | SEPTEMBER 2014

73

RPM FEATURE CAR

DON’T CALL IT A RAT ROD The long, wide dimensions of Ken Everitt’s original bodied 1938 Chevy sedan of are accentuated by the 4-inch chop of the roof.

Sound, Ontario around 1980.

We bought it with the idea of restoring it, but after we stripped it down and found that the frame was rotten beyond repair, our plans changed. With no money or time to do anything with it, I put it in my shed and over 30 years later here it is.”

The car in its current form never even crossed the minds of the Everitts back in the ’80s, and since then, it has sat pretty much forgotten about. “I got into drag racing around the early 2000s and we started bracket racing with a bunch of different cars that we built. I had a 1991 Blazer. My son Mike had a 1980 Malibu, and Bob Rob-

74

SEPTEMBER 2014 | RPM Magazine

inson, the driver of the ’38, has a 1979 Camaro. Eventually going faster and faster, I thought I would like to have a Top Sportsman car, and with this body sitting in the shed, I decided to make it into one.

We wanted to do something different and the plan was always to keep as much of the original car as was possible and reasonable. The build took a lot longer than it should have—six years in all—with lots of help from my son Mike and Bob Robinson.

We actually didn’t get it out until the middle of last year and have had our fair share of new car blues, but we’re getting it figured out now and it was worth every minute.”

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NOSE JOB With the fiberglass front clip removed the team has full access to the motor and front end for maintenance.

Ken and his crew painstakingly completed the build in a shop they all share for their car hobbies in Stratford, Ontario, Canada. Even the roof chop was done in-house, carefully preserving the factory roof and body steel for use in the project.

There were a total of four inches removed from the original roof height and a fiberglass

front clip and doors were added to help with the weight of the portly sedan.

ACCIDENTAL APPEAL

We first came across the ’38 during an event a few months back and it instantly stuck out among most every car on the grounds that day. We were immediately drawn to the sinister

www.rpm-mag.com | SEPTEMBER 2014

75

RPM FEATURE CAR

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SEPTEMBER 2014 | RPM Magazine

PACKIN’ HEAT The big wing, dual chutes and wheelie bars let you know that this gangsterstyled machine means business.

You would expect to see thugs emerge from this weather-worn thirties-era ride with Tommy guns in hand.

Ken’s design has “that look” and would be a great base for a movie car.

look of the low slung hot rod and when we found out that it was built around the real deal, we just had to get it in the pages of RPM. While it was always the plan to have a chopped roof and low stance, it was only by accident that the paint scheme became such a hit.

“The intention was to paint the car then have some patina air brushed on so it would look old, but with all the attention our ‘Rattle Can Grey and Black’ paint gets now, I’m not sure what to do with

it,” laughed Ken. “Because we wanted to finally get the car to the track after six long years and the bodywork was still very rough, we put the black on it like a guide coat, but to hide the imperfections. Everybody has really taken to it though. It is definitely going to get some bodywork this winter to fix the margins and bodylines, but we are not going to remove the dents in the roof or the other steel parts. And as for the paint, who knows— we’ll cross that bridge when we come to it.”

www.rpm-mag.com | SEPTEMBER 2014

77

RPM FEATURE CAR

“…JUST DON’T CALL IT A RAT ROD.”

The Chevy’s look is as mean and nasty as they come. So much so that you’d expect tommy-gun-toting gangsters from the ’30s to step out at any second ready

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SEPTEMBER 2014 | RPM Magazine

for a serious gun fight, yet some mistakenly refer to Ken’s creation as—believe it or not—a rat rod! And Ken rightfully takes offense to that. Before doing our feature we had to assure him that not

CLEAN ON THE INSIDE...

Ken and his gang did a great job keeping the inside of the race machine neat and simple, but the best part has to be the original 1938 steel Chevy dash.

BEEFY IN THE BACKSIDE A seriously heavy duty Competition Engineering fabricated 9” Ford based rearend housing is the center of attention out back and helps transfer the power to the monster Mickey Thompson slicks.

only would we never, ever, call his wicked ’38 a rat rod, but that he’d rarely ever see the words mentioned in RPM, let alone a feature on one.

NO DIRTY THIRTIES POWER HERE

The original 85HP six-cylinder ‘L’ head engine with 6.25:1 compression that once sat nestled in the frame of the Chevy has been replaced, but then again so has the frame! The preserved OEM body steel mentioned earlier is pretty much where the original street touring roots of this Chevrolet stop and the full race

version of it begin.

The chassis is now a full tube design fabricated and built inhouse by Ken and his son Mike, and it has all the trimmings to make it legal to run as quick as 6.0-seconds in the quarter-mile.

Power wise, the now vertically challenged sedan packs a 632 cubic inch Dart-based big block Chevy with 11-degree RFD heads, Bullet camshaft, Callies crank, Oliver rods, and Diamond pistons—all assembled by Ajax Engines.

The single carbureted mill has a direct-port nitrous oxide system plumbed into the intake, which to date has had only very minor usage.

www.rpm-mag.com | SEPTEMBER 2014

79

RPM FEATURE CAR

THE GANGSTER GOES TOGETHER This homebuilt-hot rod took six years to complete. It is hard to believe that this car and the current radical drag machine are one and the same!

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SEPTEMBER 2014 | RPM Magazine

1938 CHEVY TOP SPORTSMAN Owner: Ken Everitt

To Run Like A Pro...

Use The Best

Driver: Bob Robinson Chassis Type & Mods: Full tube chassis 6.00 cert.

Suspension (Front and Rear): Front strut, rear 4-link.

Body & Paint: Original 1938 steel body, fiberglass front clip and doors, 4-inch chop and sectioned. Paint “Rattle Can� grey and black.

Engine: 632 cubic inch big block Chevy. Dart block, 11-degree RFD heads T&D Rockers, Jesel lifters and Bullet Cam. Machine work by Ajax Engines .

Rotating Assembly: Callies Crank, Oliver rods, Diamond pistons .

Induction: Edelbrock intake, single CFM Carburetor.

Power Adder: Direct-port nitrous oxide system.

Electronics: MSD PowerGrid Transmission & Converter: Hutch Powerglide.

Rear Differential: Fabricated 9-inch Ford.

Best ET & MPH: Quarter-mile - 7.41 at 185mph to date with a 3 second/150hp hit of nitrous oxide. 7.67 on motor only.

Additional Thanks: Built with help from Ken’s son Mike and Bob Robinson. At the track help comes from Tyler Kawalez, Dean Wilson, and Jeff Shiell. Special thanks to John Hutchinson from Hutch’s Transmission and Kirk Silbermann from Ajax Engines for their help.

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Driver Bob Robinson with the ’38 on a pass earlier this year.

www.rpm-mag.com | SEPTEMBER 2014

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Ken continued, “We are still working to get the car where we want it to be after a lot of challenges. The best we have run so far with a 150hp of nitrous is a 7.41 @ 185mph and we need a few more passes before we add more power to the nitrous tune-up.”

With the new car learning curve pretty much behind them, we’re sure Ken Everitt’s sedan will be turning in 6-second time slips in no time at all. So if you’re in the other lane, remember, never turn your back on this gangster!

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RPM PROJECT CAR

BEADLOCKS & ROLLING STOCK PART 9:

>>The Horse gets a trick set of Budnik billet wheels, Mac-Fab Beadlocks, and Mickey Thompson tires story and photos by Toby Brooks select photos provided by Aaron Brown, Mac-Fab Performance Beadlocks

L

ast month we gave you a brief update on Project aPocalypSe Horse and promised that we had tons of stuff in the works for this month.

One of the biggest developments came when our one-off Budnik wheels arrived and we were finally able to get our full set of street wheels and Mickey Thompson tires mounted up.

The wheels for the build were created by the artists at Budnik after conversations and lots of email exchanges regarding the overall look we were after. Although we have already told you about the Billet Specialties SFI-rated wheels, Goodyear rear slicks, and Moroso front runners we

plan to run at the strip, we also had another set of shoes in mind to further complement our old-school-meetsnew-school theme for the car. The problem was how to get those ideas into an actual one-off design. Enter Budnik Wheels and Mac-Fab Performance Beadlocks.

Budnik is celebrating their 25th year in business this year and founder Alan Budnik is a car guy to the core. We showed Alan a modern fivehole drag race style while at the PRI show in Indianapolis and told him that we wanted the design to start there as an obvious modern influence on the wheel design. However, we also wanted to work in a purposeful nod to the

scalloped/sculpted directional billet look of the ’80s and ’90s in order to pay homage to the pinnacle of the first surge of pro street’s popularity back in the day. We sent Alan a sketch and he was off to model the design.

At the same time, we knew from the start of the design process that we wanted modern dual beadlocks on the wheels, both for looks and performance. Budnik does not currently offer beadlocks for their wheels, so we began searching for companies that install them on existing wheels. After talking with several folks, one name that kept coming up was Mac-Fab Performance. We gave a call and we’re glad we did.

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RPM PROJECT CAR 1

1: This how the process started. Alan Budnik of Budnik wheels carefully listened to our ideas of morphing a classic billet wheel style with a modern drag race design, and this pencil sketch served as a starting point for the complex 3-D model necessary to carve the solid billet center. With 17-inch wheels up front and 15s in back, Alan even sculpted the fronts a bit lighter in order to mimic the look of modern fuel funny car wheels.

Like Budnik, Mac-Fab founder and owner Tommy Kirk lives his business. On any given weekend he’s probably at a track or otherwise involved in anything motorsports-related. Mac-Fab was founded in 2004 and the company recently celebrated the install of their 3,000th pair of beadlocks on a customer’s wheels. Their work can be been seen on a number of recognizable cars, including the Murder Nova of Street Outlaws fame.

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2

For those unfamiliar with the concept, the wheel’s original bead (or beads in a dual lock install) is cut away and a new aluminum inner flange is welded in its place. A bolt-on outer ring can then be installed to effectively clamp the tire’s bead to the wheel. We originally thought the beadlock would give our ride a killer drag race look and further complement the high-tech one-off wheel design. However, we also discovered that beadlocks can solve

2: Once the crew at Budnik had turned the twodimensional sketch into a 3D CNC model, it was time for cutting.

The intricate programming and modern CNC machining promptly turns a massive billet blank into an incredible carved center and a huge bucket full of aluminum shavings!

some fitment problems and add a measure of safety and performance.

After a few rounds of revisions, Budnik finally zeroed in on precisely the look we were after. No small amount of design and engineering went into custom machining the trick two-piece covered lug nut assembly. We selected a polished finish with brushed accents, and opted for 17x4.5-inch wheels up front and 15x14-inch wheels out back. This was the

3

3: Once initial construction was complete, the front wheels came to our shop, while these rears were sent to Mac-Fab for widening and beadlock install. We were thrilled with the look, and the covered lugs with a trick two-piece center cap give a clean appearance.

widest width we could get with the backspace we needed.

The front wheels came to our shop, but the rears were shipped to the Mac-Fab facility in Goldston, North Carolina. There, fabricator Aaron Brown grabbed the newly-minted billets out of the box and promptly placed them one at a time in Mac-Fab’s

custom beadlock cutting tool.

Tolerances are precise and ensure next to no runout on the finished product.

Once both wheels were cut, they were ready for reassembly and welding. Mac-Fab CNC cuts all components for their beadlocks in-house. There are currently four different designs

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RPM PROJECT CAR 4

5

4: Wheels are clamped into a special fixture so that the inner and outer factory bead rings can be removed.

5: Mac-Fab’s proprietary cutting tool and fixture ensures a perfect cut every time.

Runout is guaranteed to be as good or better than when the wheels are received.

(Slick Rick, Fast Eddie, DXP, and Blade) available and three finishes (polished, anodized, or powder coated). We selected black anodized DXP outer and Blade style inners that can be swapped from inner to outer for a different look.

The cut wheels were then placed in a fixture and the billet beadlock bolt flanges were welded in place. In order to fit our rear tires using Mickey Thompson’s suggested rim width and be a perfect replacement for the strip wheels we already had, we needed another inch of rim width overall and another ½-inch of backspace. This is no problem at all for Mac-Fab, as Aaron added ½-inch of width to the rear wheels on both the front and back beads, giving us a 15x15-inch wheel with a full 4 ½-inch backspace. Mac-Fab can add up to one inch on either bead as necessary.

Tolerances were checked before the beadlock rings were bolted in place thumb-tight with 12-point gold iridite high strength bolts, repackaged, and shipped to our eager little mitts. Typical turnaround for a double beadlock pair such as ours is only two to three days and Mac-Fab also hits several races throughout the year and can install locks on-site.

“People can be pretty particular about their wheels and we’ve found many don’t want to ship them,” Kirk said. “Our on-site service helps alleviate that problem,” he added.

With all our wheels now complete and tires ready to go, as well, we were ready for mounting and balancing. For our application, we selected a pair of Mickey Thompson’s largest new Sportsman SR radial tires, the massive 33x22-15 rears. A dramatic improvement over bias-ply tires, the new Sportsman SRs do not require inner tubes, run quiet, wear well, and ride smooth. The H-speed rating is good up to 130 mph, and the unique flamed tread pattern provides improved wet surface traction. We also ordered up a pair of matching ultra-skinny 26x6R17LT front runners.

We discovered a slight clearance issue between our rear wheels’ valve stem and the inner beadlock ring, but a Dremel tool and a pair of flush-mount valve stems promptly addressed the problem. One cool thing about the rear beadlocks is that the two-piece design allows you to relatively easily install the wheels in the tires. With the wheels in place inside both beads, the outer beadlock

rings may then be positioned and the bolts loosely threaded into place.

Unlike standard beads that rely on air pressure to keep the tire surface pressed against the rim and provide relatively little resistance to the rim spinning inside the tire or old-fashioned rim screws that are intended to prevent wheel spinning but still do not address the entire bead, beadlocks provide a clamping force around the entire perimeter of the wheel. This is critical for safety.

As radial tire racing gained popularity, many racers started running narrower 10.5 tires on wide 14 and 15-inch wheels. As Kirk pointed out, “This creates a situation where the bead wants to suck in and come off the wheel. Locks keep that from happening,” he said.

They can also help keep a tire on should it lose air pressure.

“If you’re on the top end and your tire goes down, I’d much rather have it beadlocked in place than relying upon air pressure that isn’t there in order to stay on,” he added.

Install and maintenance on beadlocks does require some attention to detail, but is straightforward. Prior to starting, the threads of each bolt should be treated with an-

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SEPTEMBER 2014 | RPM Magazine

6 6: With both factory hoops cut away, the new CNC-machined inner beadlock rings (7) can be welded in place (8).

7

8

9: The finished product not only looks incredible, it is safer, too. We’ll be treating the billet rings to a custom finish and we’ve already changed in stainless socket cap bolts with cup washers, as well.

9

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10

RPM PROJECT CAR 11

11: Prior to installing the bolts around the perimeter, we hit them with anti-seize.

10: The beadlock ring required slight massaging with the Dremel in order to get the valve stem to fit.

13

12: Moving in a circle, starting at 10 pounds, we torqued the bolts in fivepound increments up to 25 pounds.

12

SOURCES Budnik Wheels

www.budnik.com 714.892.1932

Mac-Fab Beadlocks www.beadlockconversions.com 919.774.1297

Mickey Thompson Tires

www.mickeythompsontires.com 330.928.9092

ti-seize lubricant. Bolts may then be installed finger tight, working around the entire face in a circular pattern.

Mac-Fab’s design uses 16 total bolts on each side. Bolts should then be torqued in five-pound increments starting at 10 pounds. After torqueing all to 10, then 15, then 20, the final round should be performed at 25 pounds. It is a good idea to periodically check torque on all bolts to ensure everything stays put.

We took our front tires and wheels to a local tire shop for mounting and balancing. Using the standard chrome stems provided

by Budnik, our tire tech installed the stems, mounted, and balanced our wheels using stickon weights. We attempted to have him index balance the pair so as to avoid using any more

stick-on weight than absolutely necessary, but each still required at least two ounces.

The rears were not so simple. No tire shop in town had a spin balancer with a wide enough hood to drop over our monstrous rear meats. Although not complete prior to press time, we intend to take the wheels to a local race shop that has an older-style bubble balancer in order to get the rear rolling stock ready for street duty.

Tune in next month as we fill you in on our engine build at Kaase Racing, intake manifold milling, machining, and Nitrous Oxide Systems install at Metalcrafters of Monmouth, and continuing chassis fabrication at Gebhardt’s Pro Cars as we continue to work to usher in the Second Coming of Pro Street!

13: To add to the classic pro street look, we opted for stanless steel Allen bolts with machined aluminum cup washers. The washers have since been sent to Scorpion/Anodize, Inc. for a custom anodizing treatment.

14: The fronts have now been mounted and balanced. We love the cool tread pattern and overall look of the Mickey Thompson Sportsman SR radials.

14

!!!

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>>DIY Fabrication 101 1 by

Blake Robinson

A

1: We used this Baleigh commecial tubing bender to make short work of our project. Seen here, with the hook arm now in place we are ready to bend. The hook arm inserts are all clearly marked, as well as all the other tooling.

s we’re moving forward with our build, we thought we’d share some behind the scenes tips with our “Do-It-Yourself” RPM readers.

The DIY route has become more popular for entry-level racers and street machiners of all types as well as for us folks that are on extremely tight budgets. There are several ways to go about saving some cash on a build, but one should never skimp on the quality of materials or workmanship when it comes to safety.

There is a lot to consider before taking on any DIY project, so be sure to educate yourself with everything that is involved as many things are simply better left to the pros. Also, if you choose the DIY route

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for a race car, check with your particular sanctioning body for specific requirements or guidelines before installing any type of safety bars or cage in your car. Rework is not only time consuming, but can become costly as well.

Before jumping into an article a few months down the road on our Back On Track Camaro project where we’re suddenly “pros” at using specialized fabrication tools, we wanted to share our initial experiences with you, because at RPM we’re all about the “real world”. So familiarizing you with these tools as we get comfortable with them ourselves seemed to be the best way to do that.

PRE-BENT ROLL CAGES

Aside from having your car’s chassis built by a fabrication shop, you may choose to have the pros do some of the work, rather than attempt a full-on DIY. Whether you’re looking for a quality roll cage or just need to add some bars to your existing cage, don’t hesitate to call a chassis shop or chassis component manufacturer such as the many companies that advertise in RPM and ask them about their kits. Pre-bent roll cages and conversion kits are offered by several manufacturers and come in all shapes and sizes. Most of these kits come with great step by step instructions, and are really not that difficult to install. Manufacturers make

RPM PROJECT CAR 2

Atlas Garage Pro 8000EXT

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call Us Toll Free:

800.282.1968 2: Here is the information and calculations we used with the Bend It software.

3

these kits to meet NHRA/ IHRA safety requirements which can help eliminate any guess work that you may have.

So if you or a friend have the knowledge and skills to read a ruler, use a level, and weld, this option may be a good choice on your pocketbook.

Any level of DIY can be a lot more difficult and not worth the savings when all is said and done though, so please, choose the option that is best suited for you.

DIY CUSTOM FABRICATION

With tools commonly used by chassis shops becoming more affordable and available these days, many are taking on minor, and sometimes major fabrication projects themselves in their own garages. These

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3: A Rotary draw bend is formed by drawing the tube around the forming die (pictured on the right). The tube is placed between the forming die and the counter die, which is also known as a pressure die (pictured on the left).

skills are not going to happen overnight, but once you become familiar with your equipment and the materials that you use, you will be able to determine whether or not you should leave the fabricating to the pros.

Materials

There are three basic choices of material for fabricating roll cages. When making a decision about which material is best for your application, consider your strength requirements, appearance, and quality.

ERW (Electric Resistance Welded) mild steel tubing is typically made from a 1010 or higher alloy sheet that is rolled and welded. This tube is not as strong as the others, but preferred by some for its lower cost and tendency to bend before breaking.

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BACK ON TRACK

4: The tooling shown is what will be used to bend the 1 5/8-inch DOM tubing

4

DOM (Drawn Over Mandrel) is a cold drawn 1020/1026 electric resistance welded tube with all the flash removed prior to cold drawing. In comparison to other tubing, DOM round tubing is produced to more exact OD and ID tolerances.

DOM is about twice the cost of mild steel and close to the cost of 4130 chromoly. DOM is considered the best choice for 5: With the turntable returned most buildto the 0 degree position, we ers, since it is can double check our pointer. the strongest Our tubing is properly marked, mild steel placed in the bender and the option. Chrobend mark is lined up with the moly (4130 0 degree mark on our die.

5

6

steel tubing) is one of the most widely used materials in the racing industries. Fabricators and engineers use 4130 tubing because of its outstanding strength versus weight, forgoing mild steel, where a thicker wall must be used to have equivalent strength as the 4130 chromoly. 4130 is very expensive though, and is used most often by those with higher budgets to work with.

Design

Once you have the proper materials, there are several options on how to create a template or layout for your project. With basic tools that you probably already have in your shop or garage, you can take your measurements and transfer your work on the floor with chalk, make a cardboard template, or write down your measurements and input your information in one of the several free programs available on-line such as “Bend It”. This program will allow you to print all of the bend and cutoff marks for your application. Simply take this information, transfer the measurements to your tube, and get ready to bend.

6: Here the turntable can be seen as it is being returned to the 0 degree position

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SEPTEMBER 2014 | RPM Magazine

7: The adjustable speed setting is in the third hole here, this would allow for 12 degrees of bend per pull. Note the replaceable bushings in the pin holes.

7 Bending

When it comes to bending your tubing, be prepared to have a scrap pile at first. Until you become familiar with your equipment and hone-in your technique, there will be some trial and error, thus the old adage: “practice makes perfect.” So before starting your first major project; measure, mark, bend, check out the results, and repeat until you get it down pat.

Notching

Notching or fish-mouthing are terms used to describe how one tube has the profile of the tube it will be welded against removed from it. A semi-circular notch is cut into the tube that’s a major contributor to a strong

weld joint. This process can be achieved by using a lathe, grinder, end mills, hole saws, and numerous other methods you can find on the internet. If you are using a method that a template might be helpful with, you can create custom free templates that are printable here: http://www.metalgeek.com/static/cope.pcgi

OUR EQUIPMENT Tube Bender

While the market is flooded with benders, be sure to use a quality bender that has quality tooling as well. We used a Baileigh Industrial Rotary Draw Bender (RDB 050) for our build and with good reason.

First, Baileigh Industrial was founded in 1999 with the core principle of providing the highest quality industrial metalworking machinery available. They have since grown into becoming one of the most respected suppliers of fabrication equipment as well as offering unsurpassed after sales support.

Second, the quality is hard to beat. The RDB 050 Bender comes complete with the stand, bend handle, and degree dial. The bender has three speed settings, can bend up

8

8: As we close in on 90 degrees, we will go over by whatever amount is necessary to overcome the tubes spring back. Spring back is influenced not only by the tensile and yield strengths of the tube you are using, but also by thickness, bend radius, and bend angle.

9: Our finished product, waiting for its next step in fabrication.

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10

11 10: The end of our tube is laid across the tube it’s going to be joined to. We will mark the intersecting section on the obtuse angle side (the right side in this picture). Disregard the old center line mark, we’re not perfect!

to 200 degrees, and is equipped with an anti-spring-back mechanism that holds each bend in place as the operator ratchets forward. Unlike a lot of the cheaper benders that use cast aluminum dies that are prone to breaking, the RDB 050 offers both 90 and 180 degree forming dies made of 1018 tool steel.

Tubing Notcher

We used a Tubing Notcher and Hole Saw Kit (Item #12739) from The Eastwood Company.

96

12 11: We then measured the angle on the acute side using a digital protractor.

This type of notcher is the most common used, mostly due to its simplicity.

Eastwood has been serving auto restoration and customization hobbyists with proper tools and techniques since 1978. Their notcher will bore a maximum 2-inch hole in mild steel, stainless, and aluminum tubing.

Small tubing can be held up to an adjustable 60 degree angle and the kit includes a set of bi-metallic hole saws.

To keep things simple, we will be using a scrap piece of 1

SEPTEMBER 2014 | RPM Magazine

12: We double checked our baseline setting on the Eastwood tubing notcher and found 0 degrees to be dead on the 90 degrees it represents.

5/8” .120 wall DOM tubing. The tube measures 3’ in length and our desired bend is 90 degrees.

After taking our measurements, we enter the measurements in the Bend It program. Since we have already become familiar with our equipment, we know that the 1 5/8” forming die has a 6” centerline radius which we will enter in the Bend Radius section. Length 1 = 16”, Length 2 = 14”, and our desired angle of 90 degrees is a cinch. Just hit the calculate button and you can save or print your results. In our

case the bend mark should be placed at 10.99” and the cut-off mark is at 29.42. This program adds 1” of length to each end for final trim and fitment automatically, which I find to be pretty cool.

Before we mark our tube, it should be clean and rust free (we used a scouring pad for this).

Place your marks on the tube using a marker and install the proper tooling in the bender.

The RDB 050 forming die has a mark on it that will tell you where the bend starts. Insert the

BACK ON TRACK 13: After setting our notcher on the desired 30 degrees, note that the outer edge of the hole saw is lined up with our intersecting line and the extra material that is left. This is what you should see when notching angles of 0 to 44 degrees.

13 tube and align the bend mark on the tube with the mark on the die. The counter die has an aluminum bronze insert that is replaceable and should be lubricated. With the proper tooling installed, the anti-spring-back mechanism in place, and our bend marks in the proper location, we are ready to bend.

Although the RDB 050 has three bending speeds available, each equivalent to 4 degrees, totaling 12 degrees in the fastest position, I was able to use the bender in the second speed setting with ease, but only went one click to allow me to ratchet without moving my chair.

14 This made the ratchet throw shorter and I was still bending 4 degrees per pull. This feature, coupled with no need to re-pin up to 200 degrees, made our desired 90 degree bend a breeze.

After removing the tube from the bender, we placed it by the tube it would be attached to for measuring our notch angle.

The following procedures are used to work with the standard type hole saw notcher. The Eastwood notcher is adjustable up to 60 degrees, with the baseline 90 degrees being at 0 degrees on the notcher. The following steps are necessary to establish what degree the notcher would need

14: With the notcher still set at 30 degrees, we wanted to show you what it would look like if you lined the hole saw up on the cut line with no extra material as you would with a notch of 45 degrees or above. As seen here, there would be little if any material left to help strengthen our joint.

to be set on for our application.

This may all sound confusing at first, but pictures speak a thousand words, so be sure and check them out.

First off, remember that the more accurate your measurements, the better fitment you will have. Start by marking the centerline on the tube to be notched. A second mark should be made on the obtuse angle side (larger angle of the two) where the two tubes intersect.

Measure the angle on the acute side (smaller or tightest angle) of the tube and write it down. In our case 60 degrees.

The notcher would need to be

set at 30 degrees to achieve our desired angle, (this number was found by subtracting 60 from 90).

After marking your tube and finding the notcher angle, it is best to cut off any excess tube.

Leaving the excess tube only makes the cut more difficult and will wear out your hole saw prematurely. Quick tip: before cutting your tube, use this rule.

If the notcher angle is 0 to 44 degrees, add a 1/4 of the diameter of the tube to the intersecting line mark before cutting it.

This applies on a standard 90 degree notch as well, since the notcher is set at 0 degrees. If the

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BACK ON TRACK 15

15: The Eastwood notcher shaft support is adjustable, I would recommend setting it as close to your tube as possible. This will help extend the shaft bushings life.

16

17

notcher angle is 45 degrees or larger, then cut the tube at the intersecting line mark. This practice will allow you to always have sufficient material to help spread the load on the joint.

With the tube cut to proper length and the notcher angle set, we can place our tube in the notcher. Place the centerline mark at 90 degrees in relation to the center of the hole saw. Then place the edge of the hole saw on the intersecting line mark for a notch angle of 0 to 44 degrees, or at the edge of the tube for notch angles 45 degrees or larger. Remember to keep some cutting oil or lubricant handy while making your cut. Once the cut is made you may need to clean up the cut surface of the notch to remove any sharp edges.

Now that we’ve had some practice, we’re going to need to work with these tools in the future on our Back On Track build along with some other minor projects Baileigh Industrial that pop up. www.metal.baileighindustrial.com Join us next time 920.684.4990 for the installation of our strut bars, motor plate, and mid plate The Eastwood Company in our Project Back www.eastwood.com On Track Camaro.

800.343.9353

SOURCES

16 & 17: Here is the completed joint.

Note how the extra material allows us to spread the load on the joint, making it stronger. Note the small sharp edges on the notched tube. We will debur and clean these up before final installation.

98

SEPTEMBER 2014 | RPM Magazine

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