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RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email circulation@rpm-mag.com To subscribe to RPM go to www.rpm-mag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including; Race cars, Musclecars, Hot Rods and Street Legal machines with an emphasis on the “EXTREME,” including Fast Doorslammer and Outlaw forms of Drag Racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on-the-edge with regards to design and power! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.
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because...
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n our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE copies of RPM Magazine sent to performance & racing related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today!
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COMING NEXT MONTH: Project aPocalypSe Horse....................................
Chassis nears completion and perhaps a dyno pull from the Boss Nine? Tune in to find out!
RPM Hardcore Horsepower Garage......................................
We show you how to select and install a full complement of super cool Pit Pal organization products for enhanced function and killer good looks!
4
THIS AND MORE IN THE NEXT RPM!
OCTOBER 2014 | RPM Magazine
ADVERTISER INDEX ACC Performance................... 78 Accufab Inc............................ 76 AFCO..................................... 16 Alan Johnson Performance (AJPE)................................. 52 Alston Race Cars.................... 44 Alston Race Cars Fast Glass.... 87 Applied Racing Components (ARC).................................. 30 ATI Performance Products..... 17 Autoglym.........................15, 26 AVAK/Ridgegate Tools........... 36 Baer Brakes......................10, 91 BES Racing Engines............... 80 Bill Mitchell Products............ 39 Blower Shop............................ 5 Borla..................................... 68 Browell Bellhousing.............. 58 BTE Racing............................ 43 C&C MotorSports................... 91 Calvert Racing Suspensions... 35 CFE Racing Products.............. 30 Chassis Engineering.........18, 71 CN Blocks.............................. 11 Coan Engineering.................. 14 Competition Products........... 31 COMP Cams........................... 96 Crower.................................. 45 CVR Products......................... 42 DART..................................... 41 Design Engineering............... 28 Diamond Pistons................... 72 DIY Auto Tune/MegaSquirt EFI..................................... 54 Dynotech Engineering........... 34 Ed Quay Race Cars................. 71 Edelbrock.............................. 19 Engine Research & Development (ERD)........... 24 Fuel Air Spark Technology (FAST)............................... 29 FastMotorsports.................... 11 Fast Times Motorworks......... 20 FORD Racing.......................... 89 Frankenstein Racing Heads .. 31 G Force Racing Transmissions.34 GZ Motorsports..................... 73 Harland Sharp......................... 8 Holcomb Motorsports........... 32 HoleShot Wheels................... 12 Holley.................................... 82 Holley Ultra Dominator......... 23 Holley Ultra Double Pumper.. 74 Holley Ultra Street Avenger... 73 Howard’s Cams...................... 78 Induction Solutions............... 83 Innovate Motorsports............ 86 JE Pistons.............................. 49 JET Performance................... 85 J&K Converters...................... 20 K&N Filters............................ 73
Lokar Performance Products. 84 LUCAS Oil Products.............2, 88 Lunati.................................... 40 MAHLE Clevite Inc................. 93 Manton Pushrods.................. 23 Meziere Precision Mfg........... 23 Mickey Thompson Tires........... 7 MIDCO Blue Maxx Rac. ATF.... 37 Midwest Converters.............. 74 Mile High Crankshafts............. 8 MSD Ignition......................... 95 Neal Chance Converters........... 9 New Century Performance.... 77 Nitrous Pro Flow.................... 95 Nitrous Supply...................... 46 Northeast Outlaw Pro Mod.... 35 Outlaw 10.5 Racing Assoc..... 18 Parts Pro Perf Centers.......... 100 Performance Improvements.. 10 Perf. Plus Connection.......18, 94 Powermaster Performance.... 80 Power Tank............................ 77 Precision Turbo/ProInjectors.. 75 Proformance Racing Trans..... 24 Pro Systems Carburetors...26, 55 Philadelphia Racing Products (PRP).................................. 11 ProCharger............................ 27 PTC........................................ 48 Quik-Latch Products.............. 85 Racecraft............................... 88 Racepak................................ 22 Racequip............................... 48 Racing Radios.......................... 7 RAM Clutches........................ 57 Rev-X Oil Products............28, 70 Ross Racing Pistons................. 5 Rossler Transmissions............ 90 S&W Race Cars...................... 92 Scorpion Racing Prods......21, 94 Scotty’s Racing Engines......... 14 Shafiroff Racing Engines....... 13 Shakedown at the Summit.... 33 SM Race Cars......................... 21 Smith Racecraft..................... 25 Steve Morris Engines............. 59 Summit Racing Equipment... 99 Superchargers Online............ 39 TCI Automotive...................... 81 Ti64....................................... 93 Tom’s Upholstery................... 13 Trick Flow.............................. 56 TRZ Motorsports.................... 34 Two Guys Garage................... 97 Valvoline............................... 38 VP Racing Fuels................49, 79 WC Enterprises...................... 77 Weinle Motorsports.............. 80 Weldon High Performance.... 69
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www.rpm-mag.com | OCTOBER 2014
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OCTOBER 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! THE
THE
SO Much Horsepower Packed Into One Place... That Place IS RPM Magazine!
CARS
COVER CAR
ACTION
Southern Fried Festival.............................. 42
Street, strip, bikes, trucks, tunes, BBQ, and more... this awesome new Virginia event had it all!
Daddy’s Caddy.........................................50
Stanley and Weiss Racing’s wild new CTS-V is literally the Cadillac of Outlaw Pro Mods!
Yellow Bullet Nationals 2014............ 84 The epic Mid-Atlantic, heads-up doorslammer event continues
Odd Beast.......................................................................... 8
This blown Pontiac is one part pro streeter, one part street rod, another part gasser, and totally awesome!
Wild to Wilder........................................................ 30 John Gerber’s awesome turbo Typhoons
Twin Bees Separated at Birth............ 20 A Mopar musclecar story with a fairytale ending
PROJECTS TECH
THE
AND
Build It. Tune It. Race It...............................72 Marty Dabney’s flamin’-hot ’68 Nova Top Sportsman drag car
Heart of the Beast............................................................................................... 91 Jon Kaase Racing Engines puts together a bulletproof big block Ford shortblock
READ COMPLETE ISSUES OF RPM MAG ONLINE AT WWW.RPM-MAG.COM
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OCTOBER 2014 | RPM Magazine
www.rpm-mag.com | OCTOBER 2014
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>>This blown Pontiac is one part pro streeter, one part street rod, another part gasser, and totally awesome!
I
n 1963, upper management at General Motors sent word from on high that none of their divisions would be allowed or authorized to have formal corporate involvement in auto racing.
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Long known as a performance-oriented brand, Pontiac was left only one option: turn their attention to production platforms or rebrand altogether. Thankfully for musclecar enthusiasts, Pontiac’s leadership
OCTOBER 2014 | RPM Magazine
opted for the former. The GTO was launched as a larger cubic inch version of the Tempest in 1964 and went on to become one of the most recognized and sought-after models of the musclecar era.
You could consider Phil ‘Flip’ Riley of Martinsville, Ind. a bit of a Poncho performance junkie. After all, the owner and operator of Riley Customs has had either a Pontiac Tempest or Lemans in the driveway ever
story by
Toby Brooks
photos by
Chris Kays
BROWN POUNDER The Tempest’s flawless paint is chock full of body mods including an altered wheelbase and trick louvers behind the front wheel openings. Builder and owner Phil ‘Flip’ Riley spent more than 900 hours on the paint work alone. The incredible result is further complimented by one of the nicest interiors we’ve yet seen in a pro street car.
www.rpm-mag.com | OCTOBER 2014
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ODD BEAST
1B4GTO The view from the rear shows the massive MT Sportsman SRs on the huge Weld wheels and the large hand-fabricated rear wing. The clever custom plate alludes to the fact that the ’63 Tempests were the year prior to Pontiac’s debut of their classic Goat.
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OCTOBER 2014 | RPM Magazine
since his high school days. However, his latest version—a 1963 Tempest treated to a host of pro street and street rod touches—is undoubtedly one of his favorites, even if it happens to be just one year shy of the iconic GTO moniker.
“My wife Cindy had a ’63 Tempest that was in desperate need of restoration,” Riley said. In 2002, he found another ’63 for just $500 and purchased it as a donor car to help in the restoration effort. After the donor car had been pilfered and plundered for two years for the sake of Cindy’s car—an eventual award-winning all stock beauty with only 45,000 miles—all that remained of the $500 car was a title and what was left of the well-worn shell. However, Riley saw the potential and the opportunity. He decided to use it as the starting point for a wild all-Pontiac ground pounder. After eight years of hard work and long nights, the results are stunning. The first order of business was to get the chassis in order. “The body was very rough— no engine, chrome, or glass, so I finished gutting it and sent it to Keith Burgen who does some work for John Force Racing,” he said. “He built a full chromoly tube chassis in-
www.rpm-mag.com | OCTOBER 2014
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ODD BEAST WORLDS COLLIDE Riley’s Tempest sports the huge steamrollers and Roots-blown powerplant that is unmistakably pro street; howerver the gasser-style altered wheelbase and fully optioned full leather interior shows clear street rod influences.
side the body. I told him that the body needed to be removable, which made it a little tougher since it was a unibody car,� he added. Out back, the car features a narrowed Ford 9-inch differential
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OCTOBER 2014 | RPM Magazine
that has been equipped with a Detroit locker, 3.90 gears, and Moser 33-spline axles suspended on a custom-built 4-link. Braking duties are handled by a 4 piston 4 wheel disc setup with a line lock
up front. Massive 15 x 15-inch Weld wheels with 33x22.5x15 Mickey Thompson SR radials fill the cavernous tubs, while matching 15x3inch fronts and MT front runners round out the rolling stock.
www.rpm-mag.com | OCTOBER 2014
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ODD BEAST PONCHO POWER Dan Quinlin put together the 421 Pontiac engine that runs 6-8 pounds of boost via a BDS 8-71 supercharger. The combo has been tuned to run on pump gas and puts out an estimated 800 HP .
Engine duties for the Tempest were entrusted to a 421 Pontiac, and Riley notes that onlookers and show-goers are often quick to compliment him for keeping the ride all Pontiac. The longblock was meticulously pieced together by Dan Quinlin who fitted the cast iron block and heads with pump gas-friendly forged 8.2:1 pistons, ARP studs and a COMP hydraulic roller
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OCTOBER 2014 | RPM Magazine
cam. A custom Aerospace Air pump housing was fabricated and a custom mandrel was made to fit the front of crankshaft in order to keep crankcase pressures down. The factory heads were fitted with stainless valves and treated to a full port and polish before they were torqued down and topped with a BDS blower intake. Next, a polished 8-71 BDS supercharger that is underdriven by 10% for street duty was added. The big huffer is crowned with a pair of C&S Specialties custom 650 cfm carbs and a polished shotgun scoop (although future plans call for an EFI system). While under the hood, Bill Carter of Two Lane Performance fabricated the cool front inner fenders. The car was built for more than just going fast, as evidenced by the March custom pulley system & vintage Air AC that can chill the interior below 60 degrees
even as the summer sun pounds down. A massive BeCool radiator with dual fans also helps keep the temps down under the hood. Backing the stout powerplant is a custom-built Turbo 400 transmission with Coan 3,500-stall converter. With the chassis and powertrain all sorted, Riley turned his attention to his specialties: custom paint, body, and finish work. Rusty Hurford of Dash Racing fabricated the rear wing and fuel cell, but Riley handled everything else himself. Body modifications include a gasser-style moderately altered wheel base with the rear wheels moved forward by four inches. While he was there, Riley added trick exhaust openings just in front of the massaged openings. The firewall was cut & moved rearward three inches to make room for the cooling system and all the pulleys. Riley added custom louvers to the front fenders and then smoothed the doors with push-button door handles which operate via either
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ODD BEAST
CLEAN ALL AROUND The trunk on the Tempest is just as nice as the interior. A custom-built aluminum fuel cell and a pair of Optima Redtops reside along with an Alpine five-channel amplifier. Everything has been trimmed with luxurious leather. The custom alligator skin insert in the trunk lid also features a custom CNC-cut Pontiac Racing logo on a PlexiGlas inset.
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OCTOBER 2014 | RPM Magazine
manual touch or remote operation. He added Formtec front & rear Lexan windows, but not before smoothing and radiusing the factory openings for a flush fit. The hood has obviously been aerated to make room for the big blower, but the custom-built hood frame is a bit harder to spot. The rear valance was handmade and includes a unique flush-mounted fuel pressure gauge and fuel regulator port. Once all the body mods were complete, the body was hand blocked & primed four times. Riley then laid down four coats of Matrix Golden Bronze metallic basecoat followed by four coats of Matrix clear. The car was painted in pieces and then reassembled before undergoing a full cut, buff, and polish to a flawless shine. In all, Riley says he spent over 900 hours on body & paint chores alone.
While the exterior of the car is unmistakably pro street, the interior of the car displays heavy street rod influences. Fit and finish is superb. A dash full of AutoMeter gauges can be seen just behind a trick billet steering wheel. The Hurst Quarter Stick shifter has been sunken into a custom leather-wrapped center console. A full Alpine stereo system featuring a five-channel amplifier, seven speakers, and a 10-inch subwoofer can keep occupants entertained if the sound of a blown 800-horse Pontiac mill isn’t enough. Covering it all is a total of seven full hides of leather, including six tan and one alligator used for contrast.
CREATURE COMFORTS The intricate Keith Burgen tube chassis has been painted body color and wrapped with tan leather padding. A total of seven leather hides were used in the fully appointed cockpit. In addition to AutoMeter gauges and lots of custom aluminum pieces, the car features a full floor and overhead console, an Alpine stereo, and a Vintage Air AC system.
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ODD BEAST
SMASH HIT The Tempest walked away with a number of awards at this summer’s Street Machine Nationals, including the prestigious Legends’ Choice Grand Champion title, Best of Show BOP, and Overall Top Ten.
Riley said he initially wanted to create a pro street Tempest because, “… the idea of building this car is that it is such an odd beast.” As he is quick to point out, “Old Tempests were commonly used in drag racing and the ’63 is the one before the GTO, but you don’t see them on the road much or at car shows. That’s what sets it apart from the rest,” he added. The car is different, fast, and very luxurious. In Riley’s words, “It passes everything but a gas station.” The car made a splash debut at this summer’s Street Machine Nationals in DuQuoin, Ill., garnering the coveted Legends’ Choice Grand Champion
Award, Best of Show BOP (Buick, Olds, Pontiac), and an overall Top Ten. So far, he has yet to make any passes down the strip, but has logged over 2000 miles (and counting) on the street thus far. With the full interior and full street trim, the car is a bit on the heavy side relative to strip-only cars. Riley expects times in the 10s through the mufflers on street tires. With full pro street running gear, a street rodnice interior, a gasser-style altered wheelbase, and an immaculate concours paintjob, we’d have to agree with Riley. His wild blown 1963 pre-GTO is one odd beast.
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rio, California dyno test Vrbancic Brothers Racing in Onta with an Edelbrock 24° CNC cylinder heads matched or Vict usi k/M broc Edel Chevy with 0 horsepower 1,55 over combination resulted in Super Victor II intake manifold. This and 1,100 ft-lbs. of torque! -spring valve ure an extra thick deck, Manley dual Edelbrock/Musi Victor 24° heads feat or complete. bare up to .880” lift. They are available springs and titanium retainers for The Edelbrock Super Victor intake us manifold #29270 features a 3/4”radi cylinder port oval e larg ch mat in the ports to a variety for ble suita is ifold man This s. head ired for of custom CNC’d cylinder heads requ ent lacm disp e larg wer, epo hors modern high engines making 950+ HP.
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www.rpm-mag.com | OCTOBER 2014
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FEATURE CARS
TWIN BEES H T R I B T ATED A SEPAR
T
Isaac Ireland
Pat McGowan
>>A Mopar musclecar story with a fairytale ending
wo beautiful Super Bees with an interesting twist. A 1969 ½ 440 6 Pack 4 speed Super Bee that was Dan Lowe’s first car back in 1972. And 30 years later, a basket case 1969 ½ 440 6 Pack Super Bee shows up in Dan’s garage. They were built the same day, a few cars apart of each other and in fact were the ONLY 440 6 Pack cars built that day!
BEE ONE
Way back in 1972, as a 15 year old boy, Dan Lowe used to sit on his porch and listen to the rumble of his neighbor’s 1969 ½ 440 6 pack 4 speed Super Bee as it came down the road, all the
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story by
photos by
OCTOBER 2014 | RPM Magazine
while dreaming of the day he’d be able to bang gears and generally wreak havoc on the GM and Ford guys of his town. Dan had always loved that Super Bee and thought it would be perfect if only it was parked in a driveway one over from where it sat—namely his driveway. Setting his goals on something big, Dan spent his spare time cutting lawns and doing odd jobs to save money for his first car. Dan’s older brother, Jack (who unfortunately passed away last summer) was a true GM gearhead. Being quite a bit older than Dan, and in the service, Jack owned a 1965 Corvette convertible with 327/350hp 4-speed. Dan loved
cruising around in his brother’s Corvette and every so often, big brother Jack would “let” Dan tool up and down the road if he was careful. Of course at that age, Dan thought being careful meant getting rubber in 3 out of 4 gears and not missing a shift, which explained why Jack was so leery of his younger brother’s prowess when it came to horsepower and cars. In 1972, Jack—who was in the Army-National Guard—had to leave for a period of time and told younger brother Dan to watch over his coveted Corvette. Dan did indeed take care of the car and when Jack came home, he noticed the road in front of the
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OCTOBER 2014 | RPM Magazine
house looked like it had been repaved with rubber, two stripes at a time! It seems like the kid brother had been perfecting his launching and power shifting in the Corvette while Jack was off serving his country. When Jack finally decided that it was time to sell the Vette, he offered it to kid brother Dan. At the same time, Dan’s neighbor who owned the 1969 ½ 440 6 pack 4 speed Super Bee was selling his car. Now the conundrum.
Should Dan buy the Corvette for the ungodly sum of $1,700 from his brother or buy the Super Bee for $1,500 from the neighbor? Knowing that the Corvette had endured a fairly brutal life courtesy of his own hands, he did the honorable thing and offered his neighbor the $1,400 he had saved up from cutting lawns. Sympathetic to Dan’s plight and wanting him to have the car, the neighbor agreed to the $1,400 under the condition that Dan got an older set of
TWIN BEES
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wheels and tires on the car. It was a done deal. At age 15, Dan gladly gave up his hard earned money for his dream Super Bee. By 16 he was driving to school to pick up friends, etc. (read: girls) and soon became well-versed at kicking butts with the 440 6 pack Bee. Almost immediately, Dan starting drag racing the car at area dragstrips such as Milan Dragway, eventually getting 11-second runs out of this beast. Mind you, the only things Dan did to the
“stock” Super Bee was to change the rear gearing to a 5.38 gear, install headers, and bolt on a set of 10-inch slicks. As the car became quicker and faster, track officials took notice of the lack of a crucial piece of safety equipment—a roll bar. They had a discussion and assured Dan that he would be welcome to race it once he either put a roll bar into the car or drove slower—as if the latter was even option. After that last race, Dan was washing the car and started
www.rpm-mag.com | OCTOBER 2014
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GREEN BEE SPECS • 440 bored .030 over • Quarter-inch stroke, 496 CI • Diamond Racing pistons • Eagle rods and crank • COMP Cams factory replacement hydraulic cam • Factory intake and carbs • Factory stock heads with moderate porting and polishing • Factory 4-speed, 833 • Dana 60 with 3.90 gears • The green Super Bee will be drag raced in open comp
MOPAR TIME MACHINE The Green Bee has been painstakingly returned to better-than-new condition after years of dragstrip floggings. The potent Mopar still sports Dan’s high school parking permit in the driver’s side back glass, a cool reminder of the fact that he’s now owned and driven the car for over 40 years.
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OCTOBER 2014 | RPM Magazine
TWIN BEES
BIRTH T A D E T A R A P SE
MORE MUSCULAR MUSCLECAR During the resto, the 440 was poked out .030 and stroked to a roomier 496 cubic inches before being fitted with with Diamond pistons, Eagle crank and rods, and a new hydraulic COMP cam. The combo still looks stock but pushes close to 500 hp. The period-perfect Keystone mags and unaltered ride height scream ’70s musclecar.
to feel the B-pillar distorting a bit. After talking to some fairly successful Mopar racers in the area, he was informed that he had the infamous Mopar twist underway. That, coupled with the request for a roll bar before he could race again, caused Dan to retire the Super Bee to a street car once again.
Since those days, the Super Bee has morphed like many other musclecars, having changed its color and look over many years of Dan’s ownership and is finally resting back at its green color with the proper “big-n-little” period-correct Keystones, which are 15x10 and 15x4 respectively. The Bee has been completely re-
stored to the incredible car that has sat in Dan’s driveway for many years since his childhood dreams. Body and paint work was undertaken by friend Mike Kors with Dan covering the rebuild of the drivetrain. This 440 6 pack is now putting out nearly 500hp to the rear wheels and is street driven whenever the sunny
skies in Michigan permit. When looking at the car, other than the huge meats out back, it looks as if it were held in a time capsule and even has Dan’s high school parking permit from 1974 still in the driver’s side back window. It doesn’t get much more nostalgic than that.
www.rpm-mag.com | OCTOBER 2014
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OCTOBER 2014 | RPM Magazine
TWIN BEES
RED BEE SPECS •
440 bored .030 over
•
Diamond Racing pistons
•
COMP Cams factory replacement hydraulic cam
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Factory original intake and carbs
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Factory stock heads, eventlegal porting and polishing
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Factory Dana 60 with 3.55 gears
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Dan races the red Super Bee in the Pure Stock Drags and also street drives it
BIRTH T A D E T A R A P SE BEE TWO
Dan, being a Mopar diehard, regularly attends Mopar National events and swap meets. And if you are a Mopar guy, for some reason nature sees to it that you kind of gravitate to other Mopar guys. One of Dan’s good friends, Mike Smith, had been driving some country roads a while back when he spotted the tail end of a B body Mopar in a farm shed with junk cluttered on and around it. Yes, this is a barn find…but with a unique twist! Every time Mike drove by, he wondered what it was and if it was for sale and finally his curiosity got the better of him. He stopped to talk with the owner. It seems the owner had switched addictions and moved over to motorcycles and just put this
car out to pasture (literally and figuratively). He was simply no longer interested in the car. Mike poked around and sure enough, it was a 1969 ½ 440 6 pack Super Bee that was pretty much in a state of complete disassembly. So completely in fact, that if you could have taken the tinting out of the glass, this guy would have done it! Mike talked about what it would take to buy the car and a price was set. Unfortunately, it was bad timing for Mike, but he had a sneaking suspicion that his Mopar friend Dan would be interested. Two truckloads and a car hauler later and this puzzle was resting in Dan’s garage. When it came to putting the car back together, it was pure luck that Dan had an identical 440 6 pack Super Bee as a template for the task.
www.rpm-mag.com | OCTOBER 2014
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TWIN BEES
BIRTH T A D E T A R A P SE
RED BEE AT THE REUNION This photo supplied by Dan was taken at the 35th reunion of the surviving A-12 1969 1/2 440 6 Pack Super Bees back in 2005. He could only bring one as he has a single place trailer so he brought Bee Two.
TWIN BEES SEPARATED AT BIRTH
Over a period of a couple of years, the red 1969 ½ 440 6 pack Super Bee was painted by Mike Smith and painstakingly reassembled, one nut and bolt at a time. “Bee Two” is an automatic versus “Bee One” being a 4-speed, but both drink high-octane fuel as they both run fairly high-compression mills. Much like its brother, when looking at the red with black vinyl top “Bee Two,” it is a gorgeous example of the beauty and beast of the American musclecar era.
When Dan finally got “Bee Two” ready for registration and plates, he was looking at both titles and noticed something peculiar on the VIN for “Bee Two”… it seemed as if he was looking at the “Bee One” VIN’s number. Dan compared the two Super Bee titles side by side and was totally shocked to see that not only were these built on the same day, but they were literally built few cars apart. “Bee One” being just a few minutes older than “Bee Two”. Mopar fanatics are probably aware that there were only 1,487 440 6 pack Super Bees built in 1969 ½ as midyear models (826 4-speed models and 661 automatics), and also that they were only built on certain days at one plant. So to actually have two original Super Bees, then finding that they were the only two built that day—well that my friends is like picking the winning Mopar lotto jackpot! Dan drives these venerable examples of Mopar muscle regularly, so the next time you are at a Mopar event in the Midwest, Bee on the lookout for the twin Bees separated at birth.
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Wilder
RPM FEATURE SUVs
by
30
TO
FROM WILD
Q
uick question – how many GMC Typhoons have you ever seen? Did you know such a vehicle even existed? Well, it did, even though this muscular big brother to General Motors Corporation’s ubiquitous Jimmy was only on the scene for a brief span of two years, 1992 and 1993. During that time a grand total of 4,697 units were built, and it’s hard to say how many road-worthy examples survive today. Two of the best of this relatively rare breed are alive and well in Fort Wayne, Indiana, both proudly owned by John Gerber. And even though they look similar at first glance, these Frost White beauties are polar opposites under the skin.
Brian Wood
photos by
OCTOBER 2014 | RPM Magazine
Brian Wood and John Gerber
>> John Gerber’s awesome turbo Typhoons
www.rpm-mag.com | OCTOBER 2014
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WILD TO WILDER From the factory, the Typhoon featured a Mitsubishi TD06-17C/8 cm2 turbocharger and Garrett Water/Air intercooler attached to a 4.3 L LB4 V6 intake manifold, fuel system, exhaust manifolds, and a 48mm twin-bore throttle body from the 5.7 L GM small block engine. Today, both of Gerber’s Typhoons are still V6 turbo powered, but that’s where the similarity to anything bolted together in Detroit ends. There’s little doubt that wild to wilder best describes these two fantastic hot rods. The existence of these superb vehicles is a true testament of the skill, vision and meticulous attention to detail lavished on them by their owner and by everyone who participated in both builds.
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See John standing the twin-turbo Typhoon on its rear bumper at the track by scanning this QR code with your phone.
TIDY WHITEY All Frost White and beautiful, this Typhoon is a one-of-a-kind super truck.
OCTOBER 2014 | RPM Magazine
www.rpm-mag.com | OCTOBER 2014
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WILD TO WILDER THE OTHER TYPHOON
T
he first GMC Typhoon that Gerber bought was this pristine example, used primarily for car audio competition in the ‘90s. He eventually decided to beef up the drivetrain by making a number of significant modifications. While still utilizing the original all-wheeldrive, Gerber’s rolling sound factory runs through the quarter-mile timers in the 10.60s at over 130 mph, all while weighing in at 4,300 pounds! The engine is a 266-cubicinch GM Bowtie V6 NASCAR Busch Series piece topped
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OCTOBER 2014 | RPM Magazine
by Brodix 23-degree heads. The combo includes a F.A.S.T. Classic EFI system and a PTE BB 76mm turbo. The transmission is a custombuilt GM 4L80E unit that transfers the power to Nitto tires mounted on polished 17-inch ZR1 wheels. Stopping power is provided by Wilwood 4-piston disk brakes. In the cabin, the original leather interior is complimented by Auto Meter gauges and, of course, a killer sound system. The whole package is set off by the factory original GM Arctic White paint. John thanks Bill Davis Chassis, Hires Speed Shop, Stephens & Hull Racing Engines and RPM Transmissions for their help with the project.
1993 GMC TYPHOON, NO. 735 Engine type and size: W82-cubic-inch NASCAR-based GM V6 Bowtie, modified dry sump. Cylinder Heads: Aluminum 18-degree GM Bowtie, titanium 2.20 intake/stainless1.65 exhaust, Jesel shaft rockers.
ARCTIC EXPRESS Gerber’s twin turbo creation is a well-mannered street machine, thanks to some clever planning when it came to configuring the chassis geometry.
Gerber has been a gearhead and a car lover from his youngest days, saying, “I always admired fast cars and when I got my license I was able to purchase a used 1967 Plymouth GTX. I only owned it for several months before it was rendered unrepairable following an accident. I then purchased a 1963 Chevy convertible with a built 327, a Muncie transmission and 4.11 gears. It was a great street car for the summer, but became a misery in the winter here in the Midwest, so I traded it off for a ’69 Camaro. In the spring of 1972 I went to a drag strip for the first time and made a few passes. It wasn’t long before the desire to go faster took hold and modifying cars became my new pastime and passion. Street racing back then was common,
with little interference from the local authorities, and upping the game was a constant undertaking. “I owned the Camaro for a year and then traded it for another one, a ’70 1/2 Z28. I continued spending time and money on going faster on the street as well as spending more time at the track. “By my early twenties I was focused on personal and business life and lost touch with the car scene, but it never left entirely,” Gerber said. “I later became involved in car audio competitions and purchased my first 1993 GMC Typhoon to use as a competition vehicle. Car audio was a big deal in the ’90s and I competed heavily on the IASCA and USAC circuits nationally. My Typhoon was
Induction: Stand-alone F.A.S.T FXI 2.0 Fuel injection, 160-pound injectors. Camshaft: LSM Solid roller, .630/.615 lift, 242/238 duration at 0.050. Ignition: MSD Digital 7. Headers and Exhaust: Custom stainless steel headers and exhaust, Borla Mufflers, Quicktime electric cutouts. Power Adder: Twin turbo, PTE 62-65 billet wheel turbos. Performance: 980hp, 940 ft/lbs torque. Goal was to run 8.90s at 150+ mph and to date car has run 8.84 at 154. Other Engine Details Converted Victor-style carb intake to EFI, custom billet 3.75 stroker crank, Oliver rods, Diamond pistons, Total Seal rings, 2-stage Stock Car Products dry sump pump, Canton custom oil pan, Meziere water pump with DC Controls digital electric controller, custom intercooler, Moroso accusump. Rearend and Gear Ratio: Chris Alston’s Chassisworks Fab9 9” chrome moly housing with Moser HD aluminum center section, 3.89 ratio, 35 spline, gun-drilled axles Suspension: Chris Alston’s Chassisworks full frame box tube chassis with 14 point cage. NHRA Certified to 8.50. Wheels and Tires: Custom Weld Aluma Pros. 15x 4 front, 15x12 rear. MT Drag Radials. 26x5-15 front, 315/60/15 rear. Paint and Body: Steeve Weeks Customs-applied DuPont Arctic White basecoat/clearcoat. Interior: Full Leather, done by Krist Customs. Other Notables: Flex Fuel setup and tuned for E85 fuel, FAST in-dash touch screen data logging, custom dash and Auto Meter gauge cluster, Safecraft Halon Fire Suppression.
www.rpm-mag.com | OCTOBER 2014
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WILD TO WILDER ATTENTION TO DETAIL Most of the wiring and necessary accessories are well hidden on this Typhoon. No space is wasted and the tidy yet functional interior of the glove compartment reveals just how well thought out the design really is.
CAGED CARGO The attention to detail is evident in this shot taken from the back. Leather seating, full carpeting complete with Typhoon embroidery, and a 14-point cage certified for 8.50 passes are just a few of this truck’s unique features.
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well known in car audio circles and was a finalist for several years running at the World Finals in both IASCA and USAC. “As car audio slowed down in the late ’90s, the urge to go to car shows and be back on the street with some real horsepower surfaced once again,” Gerber said. “In 2000 I converted the original ’93 Typhoon into a genuine street warrior, thanks to some major performance modifications. After tweaking the suspension and drivetrain for a couple of years, most significantly dropping a
OCTOBER 2014 | RPM Magazine
NASCAR-based GM V6 bowtie with a 76mm turbo under the hood, I was able to go to the track and run in the 10.60s at over 130 miles an hour with an AWD Typhoon that weighted over 4,300-pounds. “I quit modifying it at that time as I didn’t want to lighten the vehicle by cutting it up. It had only 12,000 original miles on it and had been a showroom and trailer queen most of its life.” Gerber’s second Typhoon is a horse of an entirely different color, so to speak. Where his first version, while creatively modi-
fied, is a powerful yet well-behaved machine, its nearly identical-looking twin is a fantastically designed and detailed pavement pounder, which, despite its ferocity, is still a completely street-capable rocket. This vehicle is nothing short of a work of art, built from the ground up using a bare Typhoon body that was destined for the crusher. “In December of 2004 I purchased a 1993
Typhoon body that was totally stripped,” Gerber said. “All that remained was the cab. There was no frame, no front clip, no drive train, no wheels, no nothing. It was No. 735 and did have the all-important Typhoon serial number, however. “Since I already owned an original-design V6 AWD Typhoon, I did not feel I would be compromising a rare vehicle by making
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WILD TO WILDER
DELICIOUS GRILLIN’ Looks pretty innocent, doesn’t it? Don’t let its calm demeanor fool you – this is one wicked SUV!
radical changes when it came to most every aspect of the new build. I took the opportunity to make it into something lighter and faster than could normally be achieved with these AWD trucks. “With the advice of friend and chassis builder Bill Davis at Bill Davis Fabrication, the plan was to use a full 4x2 chassis with a 14-point cage from Chris Alston’s Chassisworks,” Gerber said. “So that it was streetable, we used A-arm coilovers instead of a racing strut front suspension and utilized a front stabilizer bar and rack
MIGHTY HALF-DOZEN The heart of the beast is this potent 282ci NASCAR-based GM V6 Bowtie with a pair of PTE 62-65 turbos. Running on pump E85, the engine develops 980 horsepower at an estimated 940 foot-pounds of torque. Who says you need mega-inch displacement?
and pinion steering. The chassis handles incredibly well on the street. The rear is a competition Fab9 housing with a Moser 3.89 gear ratio center section and Moser 35-spline axles with a competition 4-link setup. The chassis supports Wilwood brakes all around.” The interior of this fantastic vehicle was transformed to feature a custom stock-style dash with a modified gauge setup, stock-style leather interior panels and full carpet front to rear. It had full leather custom
seats installed as well, and just to make it easier to get some flow-through ventilation, the factory power windows were retained. With the project well under way, Gerber’s biggest decision still lay in front of him. “Without a doubt the engine choice was not an easy one,” he said. “I was torn between pushing a Buick Even-Fire V6 to its upper limits or going with a turbo V8. Eventually we decided that our ultimate plan had to be to build a
stout V6 twin-turbo-powered vehicle that would develop power in the 1,000-horsepower range and weigh in at 3,300 to 3,400-pounds on a purpose-built chassis. This setup would allow the Typhoon to achieve set goals while retaining a large part of its heritage by keeping it V6 powered. “To get a Buick V6 EvenFire to 1,000 horsepower-plus is similar to asking a V8 to do 1,300 horsepower, and do it with an offset journal crank,” said Gerber. “The only correct
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WILD TO WILDER
CLASSY CHASSIS The Typhoon’s rolling chassis is a thing of beauty just the way it sits. In order to insure good street handling, Gerber opted to utilize A-arm coil-overs instead of a racing strut front suspension. In addition, the front suspension setup features a front stabilizer bar and rack and pinion steering. In this build pic, the Typhoon body that Gerber rescued from the crusher is mounted up to the Chris Alston chassis.
way to achieve this with a V6 was to start with a GM NASCAR Busch Series block similar to the one I used in the AWD Typhoon.” The rotating assembly on this small-but-mighty powerplant includes a Crower crank, Oliver Rods, and custom Diamond pistons.
The 18-degeree Bowtie heads were originally built by Reher-Morrision for Busch Series racing and were later re-tooled for the current turbo setup. Twin PTE 6265 billet wheel turbos supply the air and an Aeromotive fuel delivery system supplies the E85 fuel.
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OCTOBER 2014 | RPM Magazine
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READY, AIM, ‘CHUTE With passes in the 8.80s at over 150 mph, the twin turbo Typhoon has to have a parachute to bring things to a halt at the end of yet another a blast down the strip.
The transmission is a fully-built RPM TH400 with a Reid case and a 2.10 first gear ratio. A Coan 3,600-stall converter has great street manners and launches the Typhoon with 1.31-second 60-foot times on the track with Mickey Thompson drag radials. Generating very close to the target number of 1,000 horsepower, the deceptively unassuming twin turbo Typhoon is a true wolf in sheep’s clothing. It is a hard-launching, hard-running
beast that has to date posted a best pass of 8.84 at 154 mph in the quarter-mile. Both of John’s ultra-rare Frost White Typhoons are works of art in their own right. Both serve a different purpose, however, and that’s just the way the owner wants it. Congratulations to John Gerber for preserving these two pieces of automotive history and for turning them into the outstanding machines they are today.
www.rpm-mag.com | OCTOBER 2014
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HOT EVENTS
SOUTHERN FRIEDF by
Brad Hoffman
estival photos by
Tia Elizabeth
>>Street, strip, bikes, trucks, tunes, BBQ, and more...this awesome new Virginia event had it all!
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OCTOBER 2014 | RPM Magazine
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T
he Southern Fried Festival, August 23-24, came into Hampton, Virginia on the heels of a wildly successful show in March, The Virginia Hot Rod and Custom Car Show. Although the festival features three signature events, the custom cars were the centerpiece of the weekend. When not admiring the cars, car owners and lovers had the opportunity to watch the Inaugural Virginia State BBQ Championships and the Southern Fried Outdoor Music Festival. The Southern Fried Festival’s VA Car Show was off and running at 6 a.m. with Ricky Gentry, (East Coast Pro Street Assoc.), lined up early
after a long drive to show their support of this great event celebrating custom cars. Site Director Amy Burbage said, “The show was amazing! All the beautiful hot rods lined up and loaded in as I checked them off and the team parked them. We couldn’t have asked for a better group of car owners and enthusiasts.” The VA Car Show had a specific area for VIP cars as well as those rides paying tribute to all things Pro Street. Jerry and Shari Gary of Pro Street Era had a lot to do with getting the local and regional Pro Street cars out for the event. A wide variety of other great customs and restored cars along with race cars lined the
Hampton Coliseum lot. Notable car owners like Bing Gatewoood, Gary Hewiit, Roger Ward, Paul Jones and Mickey Alan joined the event. Additionally, racecars from Ralph Rowland, Mike Hatfield and Dave Woodard made it to the show. Out of the 400 cars in the lot, the Best in Show was captured by Ron Bookman’s “Dart Vader” Dodge Dart (RPM Magazine July 2014 cover car). Aside from the hot cars, the VA Car Show offered spectators and car owners a sizeable vendor alley. Vendor Row had the RPM Magazine booth as the center piece, along with Eastern Truck and Accessories, the Rome
Rising country music talent Celeste Kellogg performs How about a Hot Wheels-inspired late model Camaro?
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SOUTHERN FRIED Brothers Custom Bike Zone, Charlie Daniels Performance, R & M Hot Rods, and Outlaw Customs. Auto Value Parts also played a major part with some great raffles all weekend. The Southern Fried Festival’s other attractions, The Virginia BBQ Competition and the Outdoor Festival provided additional cohesive entertainment. The inaugural VA BBQ Championships, presented by Live Wire Media as part of the first-ever Southern Fried Festival, was held on Saturday, August 23, 2014 on the front lawn of the Hampton Coliseum in Hampton, VA. Sanctioned
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by the Kansas City Barbeque Society and recognized by the Governor of Virginia, the VA BBQ Championships counted as a qualifying event for the Jack Daniel’s World Championship Invitational, held in Lynchburg, TN each fall. With nearly 100 teams competing for the title of Grand Champion, the VA BBQ Championships event was quite the draw for spectators, as well. People were encouraged to walk through the BBQ site to chat with the head cooks about their ’que techniques, as well as partake in some of the finest BBQ provided by the on-site vendors.
OCTOBER 2014 | RPM Magazine
The big winner of the day was Chix, Swine & Bovine BBQ of Jessup, MD, who took home the title of Grand Champion. The team also captured 3rd place in the Chicken Division, 1st place in the Ribs Division, 3rd place in the Pork Division and 2nd place in the Brisket Division for combined prize money of $4,600. Wolf’s Revenge BBQ finished strong as both the Reserve Grand Champion and the VA State Champion, and KIRBBQ cleaned up in the Amateur Division with the title of Grand Champion and 1st place in the Chicken Division. Jack Daniel’s World Championship
Pro Street Era Facebook page creator Jerry Gary leaves the RPM booth with young Kristie Biro riding shotgun in his historic ’72 Vega pro streeter that was an ‘80s feature car and in attendance at the 1982 Street Machine Nationals. “That was awesome!” was the young lady’s take on the experience. Almost 100 top BBQ teams set up early Friday as part of the festival’s “food” flavor. Here, Pendulum Fine Meats shows off their impressive display for Saturday’s competition.
www.rpm-mag.com | OCTOBER 2014
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You don’t see one of these very often, and this particular Shelby GT500 KR, owned by Donnie Green, is the real deal. Another authentic supercar in the house August 23rd weekend was the Superbird of Charlie Daniels which was part of his Daniels Performance Group display.
A monster turbo tops off Gary Dudash’s wild ’62 Chevy C10. Watch for the full story in an upcoming issue of RPM!
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OCTOBER 2014 | RPM Magazine
All-out race cars like Bob Hall’s Pep Boys Speed Shop supported TS Camaro were plentiful on site.
SOUTHERN FRIED LEFT: Old meets new. Probably the wildest custom sport bike we’ve ever seen was on display right beside a cool old-school custom Triumph.
If it’s small tire street/strip you crave, then the cool ‘71 565-inch nitrous sipping Camaro (left) of Antonio Wiggins and wild small block nitrous’d Fox Mustang (right) of Sheldon Gilliam Sr. would definitely turn your crank!
RIGHT: No event would be complete without a visit from everyone’s favorite tow truck!
Invitational 2013 Grand Champion, Tuffy Stone of Cool Smoke, was in attendance as a competitor. The seasoned veteran placed 3rd in the Rib Division, 2nd in the Pork Division and 4th in the Brisket division for a successful day, taking home just over $1,000 in prize money. Event organizer and BBQ world veteran Sandy Fulton was delighted with the turnout for the inaugural competition. “I’ve met so many new teams at this contest. I’m so excited for the interest in the event,”
she stated. “We have made so many new friends and caught up with the regulars. I can’t wait to start working on organizing next year’s competition.” The weekend was also filled with a variety of entertainment. From up-and-coming country artist Celeste Kellogg to Mike Steidley’s Mountain Bike Stunt Show, there was something for everyone in the crowd. On Saturday, the stage was commanded by Rockabilly Weekend, a rock group showcasing the
rockabilly era of music. Celeste and her band followed them up with a fun set, and Pork McElhinny, a guitar slinger straight out of Nashville, closed out the evening with his set of classic country and rock covers as well as a few original tunes. Both Rockabilly Weekend and the Heather Edwards Band continued the festivities on Sunday, entertaining the crowds that gathered leading up to the Pin-Up Model contest. Madison Wroblewski nabbed the crown and a
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www.rpm-mag.com | OCTOBER 2014
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SOUTHERN FRIED Live Wire Media’s Brad Hoffman calls this the “VA Car Show Family Photo” as car owners gathered near the end of the inaugural outdoor show event to give two thumbs up!
If Mopar is your taste, there were plenty in the house including this lifted Hemi Ram backed by both a musclecar era and new Hemi R/T Challenger.
$100 prize after winning the judges and crowd over. “INCREDIBLE EVENT!” Exclaimed RPM Editor In Chief Chris Biro following the show. “I’d personally like to thank Brad and his entire Live Wire Media team (www.live-wire-media.com) for being such gracious and fantastic hosts for RPM Magazine at their Southern Fried Festival and VA Car Show. The venue was insane and the talent in all areas of the event was extremely cool!” “Special thanks to Jerry and Shari Gary (say that five times fast!), Ron Bookman, Robert Morris and all of the fine folks who took it completely upon themselves to set up an RPM presence at an event where we were originally going to simply be ‘silent observers’. These
folks made us all feel so welcome and the passion they have for what they do as well as what we do at RPM is an inspiration,” continued Biro. “To ALL those who brought their rides out, thank you so much, you’ve got some killer iron! To those who didn’t make it, by now you know what you missed so we’ll see you next year for a bigger, badder and wilder Southern Fried Festival’s VA Car Show in 2015!” The dates for the second annual VA BBQ Championships and Southern Fried Festival will be announced later this year. For more information on the event, as well as the Southern Fried Festival, please visit vasouthernfriedfest. com.
Despite the surprise of onlookers, it’s common to see RPM Editor In Chief Chris Biro climbing under cars when he hears about something trick done in the build. Here he is checking out the rearend on a ultra-cool street Chevelle Super Sport.
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OCTOBER 2014 | RPM Magazine
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www.jepistons.com
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story by
Mark@goDragRacing.org
photos by
Mark@goDragRacing.org & Tara Bowker
DADDY’S CADDY
L
ast year, Stanley and Weiss Racing stood the Outlaw Pro Modified world on its head with a 5.64 @ 253mph quarter-mile pass in Las Vegas with their well-known Camaro. Little did most know that John Stanley would be getting an upgrade to his ride very soon. One would generally think it would be another Camaro or something along those lines until the announcement was made that he would be seated in one of Larry Jeffers Race Cars’ brand new and exclusive 2014 Cadillac CTS-V’s. The father-andson team of Camp and John Stanley would be in a whole different world along with the “forever” crew members Scott Kline and Jimmy Kline who would have a new beast to harness. We’ve all become accustomed to the “construction orange” Camaro with purple flames seen many times in the pages and
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OCTOBER 2014 | RPM Magazine
on the covers of RPM Magazine by way of championships earned over their long careers. Mid-way through the 2014 season, the Camaro was still in use running in the PDRA series as the CTS-V was in-build and finished on July 3, 2014. Similar to a trip to your local car dealership, team owners Camp Stanley and Axle Weiss were checking off the list of options to be installed as the car was nearing completion. This new car is purpose-built for one thing: pure acceleration in the newly formed PDRA (Professional Drag Racers Association) Pro Extreme class and any Outlaw Pro Mod races they can attend. Camp Stanley has long been one of those names to toss around when talking fast doorslammer drag racing, but this proud father has always wanted more. Namely, he was intent on seeing his son John step into the limelight
STEP ON IT The massive amount of unburned fuel as the car goes into tire shake is phenomenal. It’s a real eye burner for sure. The marks on the track show the tire shake as John is leaving off the loud pedal. Save it for another day and learn. The SDI logo emblazoned on the massive injector butterflies signifies their place as the primary sponsor for this machine.
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DADDY’S CADDY
CTS-PECIALLY NASTY Looking into the heart of the beast, the Larrry Jeffers Race Cars chassis holds the screaming alky-burning hunk of rotating mass that powers this CTS-V. Imagine what the Manton/Reid valvetrain assembly on top of the Noonan heads looks while making a pass at 10,000 RPM. and become the household name in Extreme Pro Modified drag racing. John has earned this status through years of hard driving and dedication to the sport. It’s his passion—plain and simple—that sees his growing recognition on par with his legendary doorslammer dad who couldn’t be prouder of him. The newest team t-shirts out of Wicked Grafixx were designed to put the spotlight directly on John with the awesome tagline out of the mind of designer Tyler Clark “John Stanley: This Ain’t Your Daddy’s Caddy” and the silver Maryland Missile drawn in amazing detail alongside it. Now here is where the father and son partner-
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ship goes off a little as Camp likes to laughingly note, “…but this IS his daddy’s Caddy.” The team is surprisingly under-funded, not in the poor-house but not a millionaire’s hobby style team. Housed in a quaint home in the low rolling hills of Hagerstown, Maryland, these kind folks have something on their side far more valuable than money alone: grit! We watched and helped John and Camp remove the car from its trailer and move it through the gravel driveway to the small one car garage at John’s house next door on this small street. This team scratches and saves as much as
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DADDY’S CADDY CLEARLY AWESOME This customized transparent image shows a different look of the car and chassis together, including John’s seating position and where the engine sits. Notice the fit of this first CTS-V body over the new chassis.
CADILLAC? MORE LIKE RAD-ILLAC Prior to its first start up at the PDRA Virginia event, the car sits on jacks ready to rock. your average racer at this level. In a class where millionaires are everywhere, these guys rely on a mix of knowledge and making the most of what they can get. Camp likes to make a major note of the relationship with Steel Dynamics, Inc. and Co-Owner Axle Weiss as the main sponsors. (The supporting sponsors are extremely helpful; all can be seen on the Stanley and Weiss Racing website www. stanleyandweissracing.com or their Facebook page.) Ordering the new race
version Cadillac CTS-V was not like walking into your dealer and just choosing colors and options. In production form, the CTS-V is the high performance coupe of the second oldest car company that was known more for land yachts than horsepower. Launched in 2009, the CTS-V took a different approach to the styling and performance of luxury vehicles. When Larry Jeffers offered up the sleek new body built exclusively by LJRC, it was right on target
for a new beginning. You wouldn’t immediately think Camp Stanley to be a Cadillac man, but he actually drives one daily. Cadillac touts the coupe’s chassis as “tuned for Nürburgring,” but this race version starts with its chassis designed for one thing: straight line racing. The 115-inch wheelbase 25.1e spec Pro Mod chassis has been built with Larry Jeffers’ own design innovations and chrome moly that is powder coated a rich metallic charcoal. Once
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DADDY’S CADDY
SILVER STREAK The CTS-V looks as good under the lights as it does in the sun. This pass was the best of the weekend 3.79 @ 176mph, shutting off early. The big Hemi has to be controlled a little more as it overpowered the not quite fine-tuned suspension on this run.
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the tubes were laid, the sleek new body was settled in place for fitting. The body is 100% carbon fiber in order to keep it a featherweight. When we say light, you’d be surprised at how light the front end is. Although strong, it can easily be handled with one hand! John sits just above the NHRA-mandated sheet metal driver’s floor in an ISP pouredin seat which is set in a carbon fiber bucket. Around him is the funny car-style cage and all of the mandated safety
items by DJ Safety. The interior is nothing short of all business. The craftsmanship of the carbon fiber tubs and panels is expert as is the detailed firewall which includes the large Cadillac crest and of course the signature team flames rolled into the inside dashboard where the blower juts through the lexan windshield. A Racepak V500 data acquisition system sits on the lightweight steering column and gives John all the information he needs while a small battery
REAR VIEW Although from behind it looks very light and minimal, the massive 10� gear rear differential is controlled by Penske Shocks. The MVM Carbon Fiber wheelie bars have been removed for a better view of the machined, welded and molded underneath.
PREPARING FOR LAUNCH The Stanley and Weiss team prepares the CTS-V for a launch after the burnout. Much action takes place as the area clears. Team members Scotty Kline and Jimmy Kline (no relation) take their places to focus on the run and capture video of the way the car leaves. As Camp is bringing John forward, John is focused completely on his father. continued on page 68
continued on page 68
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DADDY’S CADDY sits on the opposite side of the double frame rail to power the electronics inside the car. Opening the passenger side door, (yes, they do open because real cars have doors) sits a panel with the Electromotion Products 15-channel programmable event timer, with RPM and pressure inputs alongside the Davis Technologies Profiler wheel speed management system (shown on page 58). Stanley and Weiss have been integral in the testing of this newly patented wheel speed management system as Shannon Davis has been partnered with this team for a long time. The box allows you to add or remove horsepower and does it in an instant, sampling at over 1,000 times per second and accurate to one RPM on high horsepower applications. The system is self-learning while having
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the capability of exporting data quickly. Camp Stanley gives this unit the highest praise as it was paramount to the team reaching the milestone ET record in Las Vegas last season. A quick look to the massive Strange Engineering Pro Mod Ultra 4-link modular aluminum housing rearend reveals that it has been filled with various 10inch gear ratios (depending on track conditions) and Pro Race axles with the carbon fiber brake package. Mounted to a very intricate and highly adjustable fourlink system by LJRC is a set of Penske Pro Drag shocks and coil over springs with piggyback mounted reservoirs. MVM Technology (Mike Valerio Motorsports Products) ultra lightweight carbon fiber wheelie bars extend out the rear to keep the Cadillac level on acceleration.
OCTOBER 2014 | RPM Magazine
See the Caddy go 3.79 in the 1/8-mile at Virginia Motorsports Park.
BACK THAT CAD UP... The front end is the Odds are Cadillac never extremely simple yet strong LJRC single A-Arm style imagined this CTS-V body featuring Pro Drag Struts tubbed out and slammed to with Hyper-Coil springs. the ground packing a huge Hemi. Notice the Steering is handled through “smallish” slicks in the rear. The team uses a a LJRC standard rack and slick that is two inches narrower than most pinion system. racers and sends data to M/T for analysis. John Stanley, who was known for his clutch abilities, switched to the Neal Chance torque converter drive just a couple years ago. The team has found great success with the rise of torque converter technology for use in the high power supercharged cars of today and the Neal Chance converter now finds its home beneath the Pro-Bell aluminum / stainless can where the air shifted Snyder Motorsports two-speed LenGET BY WITH A LITTLE HELP FROM THEIR FRIENDS.... codrive transLeft to right you’ll notice “Roger Racepak” (Business Development mission handles Manager at Racepak) in yellow, Shannon Davis, owner and traction the gear changes. genius of Davis Technologies in the black t-shirt. Both work closely Making with the team to fine tune this ride and as a test bed of sorts also. horsepower
SHUT IT DOWN Hauling this new car down from speed at the 1/4 mile mark during the recent PDRA Virginia event, John has yet to pull the chutes at this point but this image says it all—it just looks plain fast. And it is!
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
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ALL IN THE FAMILY Camp is the colorful frontman and son John the star wheelman of this extreme machine.
is not a problem for this team, and they have proven it over and over again. They have stayed with the same Brad Anderson Enterprises 521ci Hemi block with Mike Janis of Jan-Cen Racing Engines taking care of machine work from his shop in Elma, New York, and the team assembling it at home. Some upgrades have been completed to the engine for reliability since its record-setting pass, but otherwise it remains nearly identical. Below, at the base of the internals there spins a Sonny Bryant Timken Steel crankshaft on Clevite bearings. BME (Bill Miller Engineering) forged aluminum connecting rods hold on to Venolia pistons at the other end with Akerly & Childs rings sealing up the
enormous boosted pressure. A top secret Mike Janis camshaft grind is at the heart of it all. A combination of Motorsports Unlimited lifters and pushrods make the connection passing through the massive Noonan Race Engineering billet Super 600 Outlaw heads filled with Manley valves and PAC springs actuated by Manton / Reid rocker arms on a Manton shaft system that is covered with magnesium valve covers. One peek inside and you will see this valve train is a work of art. The real difference between your standard NHRA Pro Mod and a PDRA Pro Extreme is the supercharger. Mounted on top of the billet intake resides a PSI “C Rotor” screwcharger,
not the standard roots style you’d normally see. These superchargers produce extreme horsepower with less rotational drag and have the ability to be massively overdriven. This particular combination is spun at 125%. The VP Racing Fuels is fed via a Rage alcohol fuel pump out of a small fuel cell in the front through a carbon fiber 4-blade injector hat that stands tall with a custom air deflector mated to the front. Ignition is handled with the industry-standard MSD 44 Magneto and wires sparking NGK plugs to exit out the lightweight LJRC’s three-inch headers. All this mayhem is wrapped in the brand new 2014 Cadillac CTS-V body that has been aerodynamically enhanced but still holds the
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DADDY’S CADDY shape of the original car—albeit a little longer, lower, sleeker and well, just plain MEANER! Covered in radiant silver (also done in-house at Jeffers), a touch of “badass” was added to the body with ghosted flames. The extensive wing in the rear is there for the needed down orce at speeds over 200MPH for its normal 660ft runs and is adjustable for the full 1320 when they want to stretch its legs. Right beneath sits twin DJ Safety Pro Mod parachutes that are smaller and lighter yet provide adequate stopping power for this lightweight machine. The final appearance of this car is set off with decals by Tim Fraker Signs and Designs for the grille, lights and emblems. All of this power and beauty sits on a complete set of Mickey Thompson CNC forged aluminum Pro-5 Drag front and rear wheels with ET Front Runners and the 35x16x15 ET Drags bead-locked with purple rings. With our walk-around and through this new CTS-V complete, the next reasonable question would be “how does it run?” Though most of these cars are quite similar, there are always “new car bugs” and also the need for the driver to get accustomed to the new ride. First, John had to get used to the massive cowl that wasn’t like the Camaro’s lower style. Initially he felt his view was much more restricted,
but after a few passes he’s become more comfortable and the team seems to be completely in sync. A typical run at this level includes a lighter rolling-style burnout since the types of slicks used don’t need too much heat and PDRA “Traction Twins” style track prep is unlike any other. In the images you’ll note an orange stripe down the center of the gargantuan blower hat that helps John center the car upon staging along with his dad Camp making sure he’s exactly where they need to be for a solid launch. Just prior to staging, the car gets a quick blast on the gas pedal to clear out the fuel. John now eases into the beams alone holding the car with a foot brake manual brake lever. With the top light lit the car is at idle, upon both cars being staged John stands the injector blades wide open on the two-step electronics. At the flash of the yellow John releases the two step and it’s gone, covering its first 60 feet in .930 seconds where John manually shifts into second gear somewhere in the 10,000 RPM range and then clears the 660-foot beams over 10,000 RPM as he releases the chutes, kills the power and is on the brakes to drag her down from over 210MPH! In its much awaited debut at the PDRA Virginia Motorsports Park, the CTS-V made its first passes, literally. Just being set
on the ground that weekend the new combination showed extreme promise after a few short bursts and no real testing. John had qualified in the 23-car field with a 3.79 clicking off early at a measly 176MPH only to face number one qualifier Bubba Stanton in the first round. John shook the tires on that pass and fell short of a move to the next round. The good news is that they now had ever-important run data needed to move forward. John decided to take the CTS-V out to St. Louis for some full quarter-mile fun and more data. Though the car is still in the “bug swatting phase” it’s more about finding the balance while posting up a best run for the weekend of 5.84 at 217 MPH, shutting it off 4.90-seconds into the run in qualifying after only four full passes. John did take the first round win against Australia’s Paul Mouhayet who shook the tires, but clicked it off early to the tune of a 6.06. Watch for this team lead by John Stanley drivin’ Daddy’s Caddy in the winner’s circle soon, and certainly on a regular basis. Just spend one day at the races with them and you will feel like you have been lifelong friends. They’re a down-home bunch of good ol’ Maryland boys just out to please the fans and have a good time doing it!
SPECIAL THANKS Camp and the team couldn’t compete in this class of racing without their sponsors and supporters for which they are eternally grateful: Mickey Thompson Tires and Wheels, Racepak, Davis Technologies, DJ Safety, Franklin Electric, Lencodrive, Pro Bell, Bill Miller Engineering, Strange Engineering, ASAP Powder Coating, Penske Racing Shocks, VP Racing Fuels, NGK Spark Plugs, Neal Chance, Dan Olson Oil Pans, MSD Ignition, Noonan Race Engineering, MVM Wheelie Bars, D&D Truck Repair and Towing, Motorsports Unlimited, Ridgeley Distributors, East End Auto Parts, Harshman Automotive, Tim Fraker Signs, Cantrell Racing Products, goDragRacing.org and Flying A Motorsports.
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RPM FEATURE CAR
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OCTOBER 2014 | RPM Magazine
BUILD IT. TUNE IT. RACE IT. >>Marty Dabney’s flamin’-hot ’68 Nova Top Sportsman drag car story and photos by
W
hen you build something with your own hands, a sense of pride is reflected throughout the finished product. Marty Dabney of Troy, Virginia knows just what that feeling is all about.
Dabney, who operates Marty’s Race Cars, has been in the game a long time and is not new to the heads-up drag race scene either, or taking the win light in a big-money bracket race. “I’m not really sure what got me hooked on drag racing, but I’ve liked
Tim Lewis
cars ever since I was a little boy,” explained Marty. “The family used to race back in the day so I just followed along with it.” If you lived in central Virginia through the 1990’s and you were into the street racing scene you knew who Marty
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RPM FEATURE CAR WARMING ‘EM UP On a beautiful spring evening Marty heats the tires on the Nova for the first round of Top Sportsman at MIR.
UN-WINGED WARRIOR You don’t see a drag car of this caliber without a rear wing very often, but Marty found the trick set up to make the car work without it.
Dabney was. If you didn’t know the name, you’d definitely know “the pink Vega”! Long before all of the made-for-TV street racing silliness and internet tuff-guyracers emerged there were the real deal street racers in most any city throughout the country, and in Troy VA.—that was Marty! The ’72 Vega was his first race car and Marty built it to pull double duty- a car that was as quick on the street as it was at the drag strip. Small block power with a 4-link, A-arms, a square tube chassis with a big heavy Dana 60 rearend and all steel body panels was how it started, but the car was eventually switched over to big block power.
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I first saw the Vega run back in ’94 at the spring and fall street car shootouts at Sumerduck Dragway, this was back when everybody with any kind of horsepower was street racing. After some of the guys found out they could start racing at the track for a guaranteed purse and not have to fight for the money if the loser didn’t want to pay up, more and more racers switched from street to strip. This was the start of the Dixie Pro Street Association Which had names such as now-Pro Mod racer Jeff Miller, Monty Williams (the first D.O.T car in the 7s), Mike Roberts, the twins Ronald & Donald Orange of Dould O Race Cars,
RPM FEATURE CAR
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Joey Carroll, and of course, Marty Dabney. I personally joined in on the action both on the street and strip back then and truth be told, we still raced the streets as much as before, but the track gave us a much safer place to run the cars out to their fullest potential. We didn’t have any light stands, camera crews and permits to do what we did 18-20 years ago with mid to low 5-second cars on
the street, it was just part of the culture of owning a fast car. As Marty got older, wiser and started a family it was time to get off the street and focus just on racing at the track and he actually started getting more and more into bracket racing. “The amount of skill involved there is more than you first realize,” Marty says of Bracket racing. And his wins show it! From racing footbrake with the Vega
or running his low 4-second dragster, he is a threat to take home the money on any night of racing. After years of going fast in a number of dragsters, Marty wanted to try something a little different and the Southern Outlaw Top Sportsman Series (previously featured in RPM) looked like a good way to go with a fast door car. Basically, it’s a Quickest 32 door-car-only field in an all 1/8th-mile
ON THE DOWN LOW Now how is this for stance? This car sits perfect. The fabricated 9-inch rear diff is fitted with a 4.10 gears. The chassis is a complete creation of Marty’s Race Cars.
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RPM FEATURE CAR DID YOU SEE THAT? Little touches like the power plug through the marker light on the quarter make this car unique.
HOOKIN’ HARD You couldn’t ask for a better leave than this. Through careful planning and skilled execution, Dabney has constructed a car that is consistent and laserstraight.
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CUTTING-EDGE COCKPIT With this much carbon you would think you’re looking in a 2014 Pro Stock car!
format and when you win the T/S purse you roll over into that round of Top ET or Super Pro depending on what track you are at. This gives you the chance of winning that purse also. So for $60 entry, you can make in the area of $3,000 for spending about 6-7 hours at the track and still be home that same night. All the talk of building a new car got Tommy Frazier of Tommy’s Tree Service to jump onboard with the project and
shortly thereafter this beautiful ’68 Nova was born. Starting with a real Nova as opposed to a store bought body, Marty built the 25.1E certified chassis and added a fabricated 9-inch rear with 4.10 gear ratio and 40 spline axles all of which are hooked to a 4-link built by Marty. All of the body work and paint was also done by Marty and a whole bunch of carbon fiber goodies throughout the build round things out nicely. Neat
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RPM FEATURE CAR SHOW. WINNER. Topped with Ron’s injection sitting atop a polished Profiler intake, the proven combination does well in any air or weather conditions throughout the year. From front to back the Steve Schmidt-built 665 looks like it should be down in the frame rails of a show car!
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little touches like the battery charger plug running through the driver side rear quarter marker light and the use of a back-up camera mounted inside the top of the rear window make this creation truly unique. Interestingly, unlike most every car of this potential, the Nova has no rear wing. Instead, Marty opted to work with weight placement and chassis set-up, both of which play a big role in keep-
OCTOBER 2014 | RPM Magazine
ing the car planted down track, so the limits will be pushed as far as they can before a wing is installed. As is, the car comes across the scales at 2,750lbs, which is already about 300lbs heavier than most recently built Top Sportsman cars. Getting the Nova motivated down track is a Steve Schmidt 665 cube big block with a 4.610 bore and 5.000 stroke. A Callies Magnum
crankshaft with Oliver rods rotate inside a Dart block. JE pistons and a COMP camshaft finish up the inside of the short block. When it came time to pick up the heads and intake there was only one choice for Marty and that was Pro-Filer. Topping off the mill is a Ron’s Fuel Injection system on alcohol. Backing up the beast under the hood is a powerglide transmission built by Marty
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ABOVE: Marty’s Vega was a handful for street racers in the ’90s. LEFT: Marty can be found racing his all motor dragster at big money and local bracket races. The dragster has been in the 4-teens on motor!
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RPM FEATURE CAR
Tommy Frazier left, Marty Dabney right.
daughter Brittany. “She didn’t want to start in a Junior Dragster, so we waited until she was old enough and put her in a Monza,” Marty said. “She’s driven the and fitted an FTI converter. With Vega and all of my dragsters, as only just a handful of runs on the well.” This little girl can drive brand new car, it has posted a best just like her daddy taught her of 4.76 @ 149mph in the eighthand I’ve seen her wheel the little mile leaving soft and not turning Vega to 5.50’s with the wheels the motor up hard. With more way up, so watch out dad! starting line RPM and buzzing While it’s been some time the motor harder throughout the since the “pink Vega” roamed the streets of Virginia looking run, Marty feels that the car will for its next victim, you can rest go into the low 4.50’s. This same engine has gone 4-teens in a drag- assured that Marty Dabney has ster, so the power is there to move not lost his touch, and if you the much heavier car down track. don’t believe us, just pick a lane! Marty would like to thank Marty is sure to put the Nova his wife Patty and Tommy in the winner’s circle this season for all their support. but has some competition from
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www.rpm-mag.com | OCTOBER 2014
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HOT EVENTS
YELLOW BULLET NATIONALS story by
Mark@goDragRacing.org
S
ince most of the outlaw style events have been gone for some time in the northern and Mid-Atlantic states, the talk over last year’s 2013 Yellow Bullet Nationals was even more than expected. Picking up steam each year, the Yellow Bullet Nationals (AKA the YB Nats) for 2014 had its own share of controversy, just as the online forums do. You see, Yellow Bullet (the online forum itself) had been sold to Autoguide.com with owner Monty Mikho making the announcement public on January 14th 2014. This went viral in the circle of forum members and many flew into
photos by
Mark@goDragRacing.org & Tara Bowker
a frenzy wondering about their beloved chat forums and mainly the YB Nats. No fear, as an agreement between parties was sure to keep at least three years of this race and the message board on Monty’s terms. Autoguide has been making the rounds as the largest motorsports “news” provider of many category-based forums. The parent company, VerticalScope, is behind their 380+ forums. Always happening on Labor Day weekend, the Yellow Bullet Nationals took place at Jim Halsey’s Cecil County Dragway in Rising Sun Maryland for the fifth year. The track staff prepare
heavily for this event. It’s a chain reaction of horsepower, Halsey’s legendary hooking asphalt, and this track’s team of hard working track crews. A true heads-up grudge feel started early Friday morning as gates were lined to enter an estimated 600+ cars for nine classes split between 1/8th mile and some the full 1320ft. The premiere class being Outlaw 10.5, followed by Pro Radial, 275 Drag Radial, 8.50 Index, Ultra 275, Outlaw Big Tire, Top Sportsman, Pro Dial & 10.00 Index, and Super Street & Pro Street. Most of the classes had large payouts from $10,000 to win down to
2014
Richard Shainline Jr. was putting the finishing touches on the fresh Big Tire ’67 Mustang out of Precision Chassis as just a week ago it was still in-build. Sporting a big Musi mill and lots of nitrous, it’s just flat out spectacular to watch and one of the classiest real steel Mustangs we’ve seen.
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OCTOBER 2014 | RPM Magazine
by
>>The epic Mid-Atlantic, heads-up doorslammer event continues
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YB NATS
Richard Sexton in the Gil Mobley screwcharged GTO with 4.074 @ 192mph was sitting in the second qualifying spot inside a huge 36 entry field. Team Sexton/Mobley had a good shot at the record.
$1,500. Not only a BIG payday for the winner, but loads of respect as a YB Nats champion. In my third year reporting this event, I was pumped to again be part of it. I’m glad it is less than an hour drive and I didn’t need a hotel
room since everything north and south was sold out well in advance. As the start of a three day weekend was upon us, the track was continuously filling each hour to overflow for Friday night’s qualifying sessions. The oppressive temps
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OCTOBER 2014 | RPM Magazine
The last man standing in a huge 8.50 Index field of street-appearing FAST cars was held by “Pro Stock” Jonny Thomson of NJ. with 8.535. This gorgeous third-gen Firebird has been around for many years but still keeps the people’s attention as it looks like a street-driven machine.
gave way to a very cool night. The fans who frequent Cecil County know this track well and expected to see big results fast. Packed with spectators on both sides and in the lanes, Cecil is known well for that edgy grudge racing feel of being
close enough to touch the cars. As the sun set on the heavily heated track, it became better performing with each pass. As the track cooled and start to come around for the evening’s action, track records that had been held by T.J. Kasper for
Lane Carey out of Delaware gets the nod for one beautiful Ultra Street ride featuring a BES 629ci naturally aspirated big block Ford. A full interior also sits inside this spectacular work of art out of the Rhodes Custom Auto Shop. His 4.972 @ 140.49 was good enough for a number two spot in the newly formed class.
In Pro Dial, all-around good guy John Martin finally got his ’69 Chevelle hitting on all cylinders. Martin is a custom painter by trade and this car’s paint is older than 10 years yet looks like it just rolled out of his shop. The all steel 3,600-pound is capable of high 8s.
close to three years were now on the edge of being broken. Outlaw big tire returned with some of the coolest old-school pro street-style machines. Big Tires simply rule and are a crowd favorite. Just shy of a full 32-car field,
the ladder was cut down to 16 cars to compete in the Sunday eliminations. More than your share of Index racers show for this event. The 8.50 Index has been a northeast favorite since its inception many years ago, and
with 76 entries on the premises, it was the largest class by far in the “Pro” categories. This is primarily due to the fact that it is a fairly budget-minded street-oriented style of class run off of a .400 pro tree for hybrid heads-up
action. These guys were deadly in the final sessions—both on the tree and at the stripe—and gave a full 1/4 mile show for the fans of 1320ft. X275 is always a winning class, and this year was filled with tight qualifying on the
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YB NATS Canadian Nick Agostino set a record for the fastest small block Outlaw 10.5 car at the Yellow Bullet Nats with a 4.110 @ 190.47mph and then went on to qualify 3rd out of 38 cars!
John Fisher’s 4.338 @ 174mph was tops on the list within a diverse group of machines in Outlaw Big Tire. The ’69 Camaro is filled with boosted big block Chevy power and carries the tires close to the 1/8th mile on each pass. Dean Marinis sat in the number one spot in X275 Drag Radial qualifying with a stuck-to-the-track 4.529 @ 157 in his brilliant orange 2000 Mustang on laughing gas. Marinis also shoes a five second Pro Mod when not in this car.
Larry Curtis Jr. in his 1951 Chevrolet Gasser out of JW Racing & Fabrication powered by a blown 498 had fans running to the fence to catch a glimpse of this machine yanking the tires on each pass. With an 8.847 @ 148mph, he topped the field and made a bunch of new fans in Maryland this weekend.
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OCTOBER 2014 | RPM Magazine
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YB NATS
The brutal screwcharged Camaro of Decker’s Salvage with Mike Decker Jr. at the wheel clicked off a 4.064 @ 190. The team has been capturing more fans of this ear-splitting beast with each pass.
extreme surface. Friday and Saturday had these cars on the bumpers. A wide array of power adders plus the smaller drag radial tires require extra track prep before a pass is made. On Sunday, as eliminations would begin. Rain was in the forecast with the ever-popular
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Always packing the staging lanes during X275 racing, the crowd watches hometown hero Ron Rhodes from a distance as he blisters a nitrous pass, just crossing the 1/8th mile beams under power.
skeptical weatherman’s “50/50 chance of precipitation.” The bright sun burned off for the better part of the midafternoon as all classes had made the first round, but Mother Nature decided it was time to end the fun at Cecil. Big clouds rolled in with heavy lightning in the
OCTOBER 2014 | RPM Magazine
RJ Miolla, owner of the FUELmedia Group, LLC brought his drop-dead gorgeous 632 Big Chief and nitrous-injected 1955 Cameo Pro Mod into the popular Top Sportsman class. With its “retro” look and big power, this creation is just about as cool as it can be. The truck was painted by George Rubistello and no detail has been missed.
distance and it was a bullet to the hearts of everyone when the massive downpour rolled over the 1/4-mile and soaked the rest of the day’s event. Even though it was a holiday weekend with a day extra to spare, the racers and staff decided to end the race and prepare for next year.
So the countdown to the YB Nats will begin yet again... this time for 2015 and with an RPM MAG long-range forecast of clear skies and fast cars all weekend long. Hope to see you there!
RPM PROJECT CAR
HEART OF THE BEAST PART 10:
>>Jon Kaase Racing Engines puts together a story by Toby Brooks bulletproof big block Ford shortblock
photos by
P
roject aPocalypSe Horse has taught us quite few lessons since we first launched the project back in November of 2013. The first is to not get in a hurry. These things take time. Excellence shouldn’t be rushed. Patience is a virtue. Insert any other cliché that basically is a polite way of saying sit down, shut up, and let the process work itself out here. We get that. The second is related: Don’t get too excited. A project of this magnitude is like a river. A little stream of an idea might turn out to be fantastic. But it might be useless. Maintaining an even keel is critical because you never know when
Vic Moore & George Pich
a fleeting thought might be a game-changer or when what you thought was a slam-dunk killer concept just doesn’t pan out. However, when we got off the phone with Jon Kaase Racing Engines (JKRE) Project Manager Cliff Moore about their progress on our 529ci big block Blue Oval build, we decided to hold tightly to our first lesson learned, and promptly toss the second right out the window. We’re thrilled the engine is coming together and we aren’t ashamed to admit it. For anyone who has been paying attention to drag racing at all for the past 30 or so years, Jon Kaase is a familiar name—especially among Ford
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RPM PROJECT CAR 1
2
1: This is the C&C MotorSports block as it was delivered to Tal Garner at Best Metal. We specified a standard deck height 4.500-bore all-aluminum water jacketed version of the “Roberts Design” block. C&C says these blocks are suitable for nearly any application, including blown, nitrous, turbo, or combo packages.
fans. Kaase got his start in racing with quarter-mile legend “Dyno” Don Nicholson and also helped propel Rickie Smith’s Thunderbird to the IHRA Pro Stock title in 1982. More recently, Kaase power can be found in the rides of a wide range of clients, including drag racers, tractor pullers, mud racers, and—increasingly—
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2: Garner carefully duct taped over every surface of the block other than exposed areas to ensure that the interior of the block did not get contaminated with debris during the metal finishing process. He then attacked all remaining exposed surfaces with an array of compounds and polishes, ending with a Sisal wheel to leave a cool muted semi-polished finish. The heads and superchargers also received the same treatment.
high-performance street machine builders. Part of that interest from folks who aren’t full-time racers is undoubtedly due to Kaase’s growing legend as an engine builder. After all, on five separate occasions (and counting), the winner of the Engine Master’s Challenge has been painstakingly built in the
OCTOBER 2014 | RPM Magazine
3
well-equipped confines of Kaase’s 8,000 square foot shop in Winder, Georgia just outside Atlanta. Couple that rep with an ever-expanding catalog of proprietary parts such as their fortified big block Ford oil pump and their iconic Boss Nine heads and now folks with little to no intention of ever making a timing pass are inter-
3: Following a full polish with the Sisal finish, Garner went back over the flat surfaces and details of the block with 80-grit to give it a cool brushed/ polish finish that is carried over elsewhere in the build, including the Budnik wheels and a number of chassis components.
ested in putting JKRE horsepower under—or in our case, through— their hoods. After talking our project over with Moore, we decided to go with a 529ci iteration of the Boss Nine. We initially opted for a cast iron block due to budget constraints, however, with charge card in hand we called up C & C
4
MotorSports owner Carroll Carter and selected a Roberts Design standard deck height (10.320) 4.500-bore all-aluminum block (LWSRD50, MSRP $5880). Not only would the aluminum polish up and finish nicely, it would save us approximately 100 pounds of weight off the nose and also provide mounting bosses on the
4: Jon Kaase is a storied engine builder whose incredible ability to build Blue Oval power is the stuff of legend. He takes an active role in every engine that goes out the door. In this photo he is manning one of the shop’s many mills to machine a part for another piece of nearby equipment.
face of the block—critical to the install of our Supercharger Store twin ProCharger gear drive. Before the build commenced, the block, heads, and supercharger drive were delivered to Best Metal Polishing (BMP) in Lilburn, Georgia not far from Kaase’s shop. BMP’s Tal Garner then polished everything to a
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MAHLE has a long and storied history of leading the way in developing technology for the finest engine builders in the world. This technology continues to breed success on tracks around the world, and MAHLE has done it again. The engineers at MAHLE revolutionize performance piston ring technology with the introduction of HV385 performance ring sets. A MAHLE patented high-tech process employing supersonic application technology leading to improved part consistency, greater bonding, and reduced drag. www.mahle-aftermarket.com
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6
RPM PROJECT CAR 5
5: After the block got back from the beauty shop (polishing and brushing at BMP), it was honed and prepped at JKRE for the build. Meanwhile, Kaase’s Cliff Moore ordered up a full complement of MAHLE Clevite bearings for our build and sent them to Calico Coatings prior to install. Calico’s exclusive CT-1 dry film lubricant is relatively inexpensive and helps further protect the vital articulating surfaces in the engine.
4
mirror-like shine with various compounds and Sisal wheels and added some cool brushed metal accents, as well. After painstakingly finishing each part, everything was returned to JKRE and readied for assembly. The block was prepped as per usual, beginning with seating of the cylinder sleeves. The cylinders were then align-honed, the lifter bores were honed, and the cam tunnel was re-honed. Kaase selected MAHLE Clevite MS-1039HX and MS-1039V high-performance tri-metal main bearings (MSRP $169 and $89, respectively), Clevite CB-743HXN and CB743HN high-performance connecting rod bearings (MSRP $15 ea, $14 ea, respectively) and MAH-
LE Clevite SH1111S high-performance standard bore cam bearings MSRP $45). Kaase likes to have both available for both mains and rods so that specific bearings may be mixed and matched in order to get all clearances just perfect. JKRE uses MAHLE bearings for most of their builds and typically sends all bearings to Calico Coatings in North Carolina for their proprietary CT-1 dry film lubricant for added insurance against premature wear ($40 per set for main & rod bearings). After all our parts had been treated to the coating, it was time to start the assembly. Cam bearings were then installed and the block was ready for the rotating assembly.
6: There’s lots going on here. The custom coated Diamond Racing Boss Nine pistons have been fitted with Total Seal Advanced Profile rings and Callies Ultra I-Beam rods with Trend wrist pins. On Moore’s suggestion, we went with a 9.0:1 compression ratio. Combined with a water/ meth injection system, it should be pump gas friendly.
We selected Diamond Racing pistons custom Boss Nine Slugs ($1,200) for the build for multiple reasons. First, Diamond has worked closely with JKRE to develop a Boss Nine piston that has been custom designed from the ground up. Knowing that the ProCharger system could throw as much as 15-20 pounds of boost at our combo, we opted for a modest 9.0:1 compression ratio. Piston rings on a typical rebuild might be little more than an afterthought, however, on a four-digit horsepower engine that we intend to throw boost, an occasional hit of nitrous,
and some significant street duty mileage at, the selection was critical. We turned to the experts at Total Seal for a custom set of their Ford 429-460 rings. The gapless design not only minimizes blow-by, but it also keeps leak down at around 2% or lower (compared to 7% or more in conventional designs). We opted for 0.043-inch Advanced Profile (AP) top rings because they incorporate many of the features of their Diamond Finish rings used extensively in Pro Stock and Pro Mod motors at a more affordable
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OCTOBER 2014 | RPM Magazine
7: The beefy Callies Magnum crank incorporates a number of unique features that make it perfect for our build. The 2.200-inch rod journals make it possible to use more readily available big block Chevy rods and also cut down on weight. The eased profile on the counterweights also helps reduce windage and improve performance. To top it all off, they are manufactured in-house at Callies Ohio-based facility. street-friendly price Each Magnum crank also fea($323/set). The AP detures gun-drilled mains and the sign features stainless Big Block Ford crank’s 2.200steel construction with a inch diameter rod journals chrome nitrite coating. are lighter than factory—and The patented gapless allow the use of more readily lap and true barrel available and affordable big face is pre-lapped for block Chevy rods. The profiled quick seating. We used counterweights also help reduce a 0.043 Napier-style windage issues at higher RPMs. second ring and a 3/16We specified the 4.150 stroke inch three-piece steel model (992H-29-MG, MSRP flex-vent type oil ring. $1898) and used Trend G-Series With pistons picked 4130 chrome moly wrist pins out and appropriately ($495) to complete our piston ringed, we moved on and rod package. to crankshaft and rods A bulletproof crank needs selection. Given the fact bulletproof rods, so we selectthat we expect to be well ed Callies Ultra I-Beam big north of the 1,000HP block Chevy connecting rods. threshold, a run-of-the Manufactured from Timken mill crank and rods steel that is forged in Michigan setup simply wouldn’t and manufactured in Callies’ do. After shopping Fostoria, Ohio facility, they for days, we selected a feature precision and craftsCallies Magnum crank manship that is unmatched in and Callies Ultra I-Beam their price range. We selected rods. the 6.700-inch standard weight All Magnum cranks are set (U15114, MSRP $1602). The manufactured from pure Callies crank and rod setup AISI 4340 steel and machined, should be more than adequate Perma Case Deep Nitride for our application and is suitheat-treated, and metalurgically able for most any combination certified at Callies own facility. up to 2,000HP.
7
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OCTOBER 2014 | RPM Magazine
RPM PROJECT CAR 8: With the Callies crankshaft in place, the crew at JKRE carefully positions the Diamond Racing pistons and Callies Ultra I-Beam rods into place. One of the most remarkable aspects of our engine combo is that although it is obviously no low budget-oriented parts list, almost every piece and part incorporates high tech features seen exclusively in race-only applications only a few years ago. Parts like our Total Seal rings and Trend wrist pins as well as the custom Diamond coated gas ported pistons and Calico coated bearings were once ultra-high-dollar technology that has steadily come down in price. So far we’ve only sold one kidney to help finance the build, but a decade ago we probably would’ve had to hawk them both. 9: JKRE offers their exclusive highstrength BBF oil pumps for either front or rear sump applications. The beefy aluminum housings not only reduce weight, they also address a common failure site in the factory unit and ensure high-performance lubrication and trouble-free service life—plus they have the word “Kaase” cast right into the housing, which is good for braggin’ rights and another 5 hp or so, too. :)
9 8
ARP fasteners will be used throughout the engine build, and we have utilized custom-spec’ed bolts and studs for the mains, connecting rods, oil pump, oil pan, water pump and timing cover so far with still more left to go. We have also ordered up one of ARP’s convenient 12-point stainless
steel accessory bolt packs (#555-9501, MSRP $255) for the 429/460 Ford and will put it to use as the build continues. Camshaft selection for this combination was a daunting task for us given the fact we want the car to sound great, run hard, and perform
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10
RPM PROJECT CAR 10: With the exterior of the block treated to a trick Best Metal Polishing finish on the outside and the bulletproof components all taking their proper positions on the inside, we are getting tantalizingly close to having a completed engine. BMP was finishing up polishing the Boss Nine heads on the day of our photoshoot, but they are now prepped and readied. It won’t be long now!
SOURCES
Jon Kaase Racing Engines
www.jonkaaseracingengines.com 770.307.0241
Best Metal Polishing
www.bestmetalpolishingllc.com 770.921.7445
PARTS
C & C MotorSports
• • • • • • • •
www.candcmotorsports.com 703.368.7878
MAHLE Clevite
www.cleviteonengine.com 662.893.2860
Callies Performance www.callies.com 419.435.2711
Calico Coatings
www.calicocoatings.com 888.236.6079
Diamond Racing Pistons www.diamondracing.net 877.552.2112
Trend Performance
www.trendperform.com 800.326.8368
Total Seal Piston Rings www.totalseal.com 800.847.2753
COMP Cams
www.compcams.com 800.999.0853
ARP Fasteners
www.arp-bolts.com 800.826.3045
Milodon, Inc.
www.milodon.com 805.577.5950
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well in both street and strip environments. We called our friends at COMP Cams and they listened to our long list of demands and ground out a custom hydraulic roller for our BBF (#34-0009 MSRP $347). Ultimately, COMP’s Billy Godbold specified a .706/.696 lift, 262/274 duration at 0.050 grind that should perform and sound great. Kaase then installed a Milodon #15009 double roller timing chain, #32227 windage tray, #81190 windage tray install kit, #18388 bolt-on oil pump pickup, #31129 street high volume oil pan, and #22570 oil pump shaft. Of note, Kaase machines the cam and timing gear to accept a second dowel pin and larger cam bolt for increased durability. JKRE has also developed an exclusive high volume aluminum oil pump ($275) that addresses the common issue of pump housing cracking and failures frequently seen in BBF applications. Tune in next month as we continue with chassis fabrication at Gebhardt’s Pro Cars, finish up the long block, accessories, and supercharger system setup, and otherwise continue our work to usher in the Second Coming of Pro Street!
OCTOBER 2014 | RPM Magazine
• • • • • • • • • • • • • • • • • • • • • • • • • • • • •
C & C Motorsports LWSRD50 block: $5880 C & C Motorsports LWSRD50main block: $5880 $169 MAHLE Clevite MS-1039HX bearings: MAHLE Clevite MS-1039HX main bearings: $169 MAHLE Clevite MS-1039V main bearings: $89 MAHLE Clevite MS-1039V main bearings: $89 Clevite CB-743HXN connecting rod bearings: $15 Clevite CB-743HXN connecting rod bearings: $15 x 8= $120 x 8= $120 Clevite CB743HN connecting rod bearings: $14 x Clevite CB743HN connecting rod bearings: $14 x 8= $112 8= $112 MAHLE MAHLE Clevite Clevite SH1111S SH1111S standard standard bore bore cam cam bearings: $45 bearings: $45 Calico Coatings CT-1 dry film lubricant for rod, main, and cam bearings: $80 Diamond Racing Boss Nine Pistons set (custom, gas ported, coated): $1,200 Trend Performance Performance G-Series G-Series 4130 4130 chrome chrome moly moly Trend wrist wrist pins: pins: $495 $495 Total Seal Seal rings rings #CS4325-225: #CS4325-225: $323 $323 Total Callies 992H-29-MG 460 Ford Magnum Callies 992H-29-MG 460 Ford Magnum crankshaft: $1898 crankshaft: $1898 Callies U15114 Ultra I-Beam big block Chevy Callies U15114rod Ultra connecting set:I-Beam $1602 big block Chevy connecting rod set: $1602 COMP custom ground hydraulic roller cam #34Milodon #15009 double roller timing chain: $74 000-9: $347 #15009 windage double roller Milodon #32227 tray:timing $58 chain: $74 Milodon #32227 windage tray: $58 kit: $55 Milodon #81190 windage tray install Milodon #81190 windage tray install kit: $55 Milodon #18388 bolt-on oil pump pickup: $75 Milodon #18388 bolt-on oil pump pickup: $75 Milodon #31129 street high volume oil pan: $295 Milodon #31129 street high volume oil pan: $295 Milodon Milodon #22570 #22570 oil oil pump pump shaft: shaft: $20 $20 Kaase Kaase big big block block Ford Ford oil oil pump: pump: $275 $275 ARP bolts 555-9501 $255 TOTAL:$13,120 $13,467 TOTAL: 0
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®
Featuring the clean style of a white dial and a black powder coated bezel. The high contrast design and florescent orange pointer makes them incredibly easy to read at a glance in any conditions.
The HP-2 new Street Super HP-2 Mufflers Series muffler offers the same great performance benefits and moderate tone that you would expect from our laminar flow mufflers, now in a new sleek styling. Available in either a 409S or a polishable 304S stainless steel case, with sizes ranging from 2.00”, 2.25” and 2.50”.
with a
Get Locked & Lowered!
NEW Hurst Suspension
Hurst Level One spring kits lower the car approximately 1" improving center of gravity and better response, enabling you to unleash your car’s handling potential. Each kit comes with a complete set of four high strength steel springs that are gold powder coated for improved durability to keep them looking great for years to come.
PN 6130000. . . . . . . . . '10-'14 Camaro SS PN 6130010. . . . . . .'11-'14 Challenger R/T PN 6130020. . . . . . . . . '11-'14 Mustang GT
4.6L Performance Improvement
(PI) Intake Manifold
PN M-9424-P46
• Production composite intake manifold used on '01-'04 4.6L SOHC 2V Mustang GT • Manifold fits '99-'04 Power Improvement (PI) head ports • Can be used on '96-'98 engines with Performance Improvement (PI) heads • Additional modifications and parts required
PI Manifolds available for many other Ford applications. Ask your Parts Pro sales professional for details
Stainless Steel Engine & Accessory Bolt Kits Virtually everything you need comes completely organized in one convenient package! Each and every fastener is superior in strength to the OEM bolts. Being stainless steel they also have the added benefit of being virtually impervious to rust and corrosion.
PN 535-9601 SB Chevy Hex Head PN 534-9501 SB Chevy 12pt PN 534-9705 SB Chevy LS Series 12pt Many more engine applications available. Ask your Parts Pro sales professional for details with
Top it Off
Purchase any new Edelbrock Performer EPS or Thunder Series AVS carburetor between August 1-October 31, 2014 and receive your choice of a
FREE AIR CLEANER AND VINTAGE STYLE T-SHIRT
Complete details at www.edelbrock.com/promo All requests must be postmarked no later than November 30, 2014
Racing Oil Filters
To maximize performance, Moroso Racing Oil Filters feature a rating of 27 microns, which produces a maximum initial restriction of only 2.5 psi when tested to SAE j806! The result is less pressure drop, more flow, less oil by-pass and maximum filtration performance important in severe racing conditions. Ask your Parts Pro sales professional which one is right for your engine.
Direct-fit Flex-a-fit Radiators
Featuring patented sidetank tank technology. The “T” channels offer 130 percent better heat transfer, a durable mounting system for the radiator, electric fan and optional oil cooler or expansion tank. Some units include a Flex-a-lite dual X-treme S-Blade electric fan system with Variable Speed Controller.
Fuel System Cleaners
Max-Clean for Gas Powered Vehicles A state-of-the-art synthetic fuel system cleaner that deeply penetrates and cleans injectors, carburetors, intake valves and combustion chambers to restore fuel economy and reduce emissions. Available in 6oz. or 20oz. bottles.
Max-Tane for Diesel Powered Vehicles
For year-round use in all types of light, medium and heavy duty diesel engines, and is compatible with any type or grade of diesel fuel, including #1 diesel and #2 diesel, biodiesel and ultra-low-sulfur diesel (ULSD). Available in 10oz. or 20oz. bottles.
Clean Your System Today
Poly Bushing Kits
Make a dramatic improvement in the way your car handles. Gain quicker steering response and greater vehicle control with Energy Suspension polyurethane suspension bushings Available for Domestic & Import vehicles. Ask your Parts Pro professional for details
Engine Break-In
Oil Additive Designed to extend the durability of internal engine components including camshafts, valve train components and all moving parts in your new or rebuilt engine. They do so by using a special blend of extreme pressure additives no longer available in PN 159 “off-the-shelf” motor oils.
Team G Water Pumps
Designed with premium features to ensure reliable and consistent engine cooling performance. "The finest racing mechanical water pumps on the market today."
Competition Headers One of the best values on the market. Premium header features at a great price. Perfect for stock to mildly modified engines.
#
Canada's 1 Source
for Performance Parts & Accessories
(705) 435-6271 (705) 728-5911 (613) 962-7888 (519) 757-1200 (705) 445-9311 (800) 265-9800 (519) 235-0290 (519) 924-1444 (519) 524-8389 (905) 545-9339 (519) 364-2960 (519) 338-3441 (705) 789-1818 (905) 476-7721 (519) 396-3381 (519) 291-1213 (519) 453-0337 (705) 526-5488 (905) 564-2018 (519) 348-9639 (519) 323-1530 (888) 572-8867 (519) 662-2821 (519) 941-1510 (705) 325-1335 (905) 579-9884 (519) 371-0810 (705) 746-9564 (905) 839-4421 (519) 389-4242 (519) 925-6311 (519) 273-0361 (519) 273-0650 (519) 284-1090 (905) 643-7700 (705) 566-9870 (877) 351-5604 (519) 881-0980 (519) 357-3830 (519) 539-7483
ONTARIO
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OCTOBER 2014 | RPM Magazine
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