RPM Magazine March 2015 by RPMMAG

V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpm-mag.com E-MAGAZINE ASSOCIATE EDITOR................................IAN RAE ian@rpm-mag.com EVENT MEDIA DIRECTOR...........................RAYMOND KNIGHT events@rpm-mag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpm-mag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpm-mag.com Photographic Contributions: TONY WEBER, TIM LEWIS, BRIAN HANSEN, PETE “BOOMER” ORES, PAUL SCHMITZ, LOGAN WEBER, MARK goDragRacing.org, TOMMY LEE BYRD, STEVEN BUNKER, GEORGE PICH, TOBY BROOKS Editorial Contributions: IAN RAE, TONY WEBER, TIM LEWIS, CHUCK SCOTT, TOMMY LEE BYRD, BRIAN HANSEN, BEN STRADER, MARK goDragRacing.org, RAYMOND KNIGHT, CHUCK GREEN, STEVEN BUNKER, GEORGE KLASS, GEORGE PICH, TOBY BROOKS, BRIAN WOOD, PAT McGOWAN Technical Writing Contribution: CHUCK SCOTT, BEN STRADER, SHANE TECKLENBURG, TOMMY LEE BYRD

ADVERTISING SALES For advertising information contact

TRISH BIRO .............519.752.3705.......trish@rpm-mag.com Art & Graphics Director: Toby Brooks Special Events Managers: Chris Biro, Raymond Knight events@rpm-mag.com Special Events Sales: Trish Biro: 519-752-3705 trish@rpm-mag.com Subscriptions/Address Changes: Circulation circulation@rpm-mag.com General Inquiries: 519.752.3705 info@rpm-mag.com

MEET THE RPM TEAM

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

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email circulation@rpm-mag.com To subscribe to RPM go to www.rpm-mag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including; Race cars, Musclecars, Hot Rods and Street Legal machines with an emphasis on the “EXTREME,” including Fast Doorslammer and Outlaw forms of Drag Racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on-the-edge with 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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RPM Magazine has been a world leader in motorsports publishing for 15 years and has support locations in Ontario, Canada, Alabama, Wisconsin, Texas & Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at: editor@ rpm-mag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT Responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

Publication Return/Address Change Information USA RPM MAGAZINE (USPS Periodical #023474) is published monthly 11 Times/year, except for a combined issue in January/February by USA Publisher’s Agent, 10387 Main Street, Suite 300, Fairfax, VA 22030. Periodicals Postage Rate is Paid at Fairfax, VA and additional mailing offices. Postmaster: Send address changes to: RPM Magazine P.O. Box 24020 Brantford, Ontario CAN N3R 7X3 CANADA PUBLICATIONS MAIL INFO AGREEMENT NO. 40045044 RETURN UNDELIVERABLE CDN ADDRESSES TO RPM MAGAZINE P.O. BOX 24020 BRANTFORD, ONTARIO N3R 7X3 OVERSEAS RPM MAGAZINE P.O. BOX 24020 BRANTFORD, ONTARIO, CAN. N3R 7X3

EDITOR’S RANT

Chris Biro

KIDS FIRST

>>RPM Magazine announces new benefit foundation for children

PM Magazine has created a new non-profit foundation dedicated to giving 100% to children’s charities! “We’ve always tried to do our part and raise money for worthy causes, both through RPM Magazine and our various events,” explains RPM Editor In Chief Chris Biro. “But it’s tough sometimes. First, choosing the right community based organizations to align with, but most importantly, finding charities where 100%, instead of 1%, of the money raised or given actually goes to the people who need it.” Enter longtime friend, RPM contributor and fund raising madman, Raymond Knight. “It took Ray’s enthusiasm as a kick-start to get us to think outside the box,” added Biro. “And to actually become the body that pre-qualifies who gets the donations, instead of continuing on in our guessing game.” And so, through Raymond’s tireless efforts, RPM KIDS First was born. “RPM KIDS First exists separate from RPM Magazine,” said Knight. “Yet it is involved directly in any fundraising efforts of the magazine, but has the potential to do much, much more!” Part of the official mission of RPM KIDS First, a registered non-profit foundation, is “To host various events annually, each focused on fundraising for a

different children’s charity.” Knight went on to say, “By creating the foundation our goal is to have the largest impact we can have on children’s charities in each event community with the least amount of red tape, so to speak.” “With the new foundation overseeing the fundraising and pre-qualifying the charities that receive the funds, administration will be very efficient and streamlined. Plus, all directors and their work within the foundation is strictly volunteer. No person is permitted to be paid under the strict government guidelines that the foundation operates under, which means more money for children

that need it!” Knight added. “And that has always been our ultimate goal.” The foundation hopes to have their website www.rpmkidsfirst.com up and fully functional by mid-February and has already committed to five events to raise funds specifically for pre-qualified charities that directly benefit the children of each event’s community. Watch for details surrounding these events to come over the following weeks.

COMING NEXT MONTH:

Crate Expectations...............................................................

We show you how to go 10s in the quarter with an off-the-shelf crate engine. And we have the dyno sheets and time slips to prove it!

Worthy Opponent.............................................................. How about a sleeper 8-second Camaro to pick the kids up from school in?

Project aPocalypSe Horse....................................................

The ol’ girl finally gets her shoes and a trick RideTech suspension at Virginia Rod Company, where it will be off the jig...and slammed in the weeds!

THIS AND MORE IN THE NEXT RPM!

march 2015 | RPM Magazine

ADVERTISER INDEX ACC Performance................. 105 Accufab Inc............................ 56 Aeromotive........................... 33 AFCO..................................... 30 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 38 Applied Racing Components (ARC).................................. 45 ATI Performance Products..... 17 Auburn Gear.......................... 99 Autoglym.............................. 80 AVAK/Ridgegate Tools........... 88 Baer Brakes......................10, 94 BES Racing Engines............... 52 Bill Mitchell Products.......42, 92 Blower Shop............................ 5 Borla................................... 100 Browell Bellhousing.............. 44 BTE Racing.......................... 103 C&C MotorSports................... 90 Calvert Racing Suspensions... 31 Canton Racing Products........ 45 CFE Racing Products.............. 34 Chassis Engineering.........26, 83 CN Blocks.............................. 18 Coan Engineering.............26, 52 Competition Products........... 14 COMP Cams......................... 110 Crower.................................. 39 CVR Products......................... 64 DART..................................... 15 DEEZ Performance................. 94 Design Engineering............... 28 Diamond Pistons..................... 8 DIY Auto Tune/MegaSquirt EFI..................................... 50 Drive Train Specialists (DTS)... 83 Dynotech Engineering........... 21 Earl’s Performance Plumbing.95 Ed Quay Race Cars............... 108 Edelbrock.............................. 19 Engine Research & Development (ERD)........... 20 Erson Cams............................ 91 Fuel Air Spark Technology (FAST)............................... 46 FastMotorsports.................... 18 Fast Times Motorworks......... 78 Flex-A-Lite............................ 94 Fonse Performance............... 41 Gatehouse........................... 113 G Force Racing Transmissions.42 GZ Motorsports..................... 78 Harland Sharp......................... 9 Holcomb Motorsports......... 105 HoleShot Wheels................... 12 Holley...............................37, 96 Howard’s Cams...................... 92 Induction Solutions............... 49 Innovate Motorsports............ 51 JE Pistons.......................67, 101 Jesel...................................... 13 JET Performance................... 50

J&K Converters...................... 21 Lokar Performance Products. 98 LUCAS Oil Products.................. 2 Lunati.................................... 16 Magnuson Superchargers.... 108 MAHLE Clevite Inc................. 82 Manton Pushrods.................. 21 MAV-TV................................. 85 Meziere Precision Mfg......... 109 Mickey Thompson Tires........... 7 Midwest Converters.............. 91 Mile High Crankshafts........... 12 MSD Ignition......................... 33 National Pro Street Assoc...... 62 Neal Chance Converters....43, 66 New Century Performance.... 22 Nitrous Pro Flow.................... 91 Nitrous Supply...................... 47 Outlaw 10.5 Racing Assoc..... 20 Parts Pro Perf Centers.......... 116 PBM Performance Products.103 Performance Improvements.. 10 Perf. Plus Connection.......11, 87 Powermaster Performance.... 90 Power Tank............................ 50 Precision Turbo/ProInjectors.. 97 ProCharger............................ 29 Proformance Racing Trans..... 23 Pro Systems Carburetors... 41,48 Philadelphia Racing Products (PRP).................................... 9 PTC........................................ 26 Quick Fuel Technology........... 83 Quik-Latch Products.............. 86 Racecraft............................... 57 Racepak................................ 76 Racequip........................55, 102 Racing Radios.......................... 7 RAM Clutches........................ 84 Renegade Racing Fuels......... 21 Rev-X Oil Products............65, 81 Ross Racing Pistons................. 5 RPM Magazine Subscribe!.114 S&W Race Cars.................... 107 Scorpion Racing Prods......23, 90 Shafiroff Racing Engines..13, 26 SM Race Cars......................... 55 Smith Racecraft..................... 93 Steve Morris Racing Engines. 35 Strange Engineering............. 45 Summit Racing Equipment. 115 Superchargers Online............ 22 Taylor Cable Products............ 67 TCI Automotive...................... 95 Ti64..................................... 106 Tom’s Upholstery................... 86 Trick Flow.............................. 79 TRZ Motorsports.................... 34 VA Hot Rod & Cust. Car Show..53 VP Racing Fuels................36, 77 Weinle Motorsports.............. 54 WAR EVENTS......................... 24 Weldon High Performance.. 104 World Products..................... 50

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march 2015

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

Often Imitated, Never Duplicated—For 16 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Racing WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!

THE

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

RIDES

COVER CAR

RPM

EXCLUSIVES

Beyond Sick............................................................... 32 Progress continues on Tom Bailey’s all-new Camaro...ONLY IN RPM!

Back and Better than Ever......................89

Pilot Data.......................................................58 This five-second Camaro pro mod is one beautiful piece of research!

The revitalized Outlaw Street Car Association guns for a banner 2015 season

HOT

EVENTS

Dyno Wars III............................................................40

Temps were down but the horsepower was up at the 3rd Annual K&S Race Cars/ Fonse Performance Dyno Wars presented by Strange Engineering

Life’s a Journey............................................................ 8

And this ultra-cool ’46 Dodge hauler is only the latest expression of Bruce McConnell’s lifelong need for speed.

PROJECTS TECH

THE

10 Piece.......................................................................... 22

From white, beat up, and slow to straight, black, and fast, Tony Adkins’ wild supercharged S10 is one cool street/strip machine

AND

The Change-Up.............................................................54 What it really takes to go from blown to turbo on an already-formidable street/strip warrior

Burnin’ Water...............................................................81 We add water injection to Thug’s nitrous small block

TRICK OUT Bang off the Drums.......................................................86 YOUR TRUCK We swap out the lousy factory drums on our GMC shop hauler

Project Back on Track Camaro........................................98 Mocking up the engine: Part 2

The Boss is In...............................................................106 Jon Kaase Racing Engines and The Supercharger Store fire up our twin ProCharged Boss Nine powerplant

RPM Hardcore Horsepower Garage: Part 10..................112 Rolling the doors (with an iPhone!) thanks to Gatehouse Remote Controls & Entry Systems

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

march 2015 | RPM Magazine

www.rpm-mag.com | march 2015

story by

George Pich

photos by

Pete Ores

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

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

march 2015 | RPM Magazine

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LIFE’S A

JOURNEY... >>And this ultra-cool ’46 Dodge hauler is only the latest expression of Bruce McConnell’s lifelong need for speed

orn in Indianapolis in 1946, Bruce McConnell has always been fascinated with anything mechanical. “I was one of those kids who always needed to take everything apart to see how it worked,” tells Bruce. “When I was about 8 years old, I began attending the Indianapolis 500 and knew right then that I had the need for speed.”

Bruce’s love of all things horsepower continued and in 1958 a family friend gave him a go kart, which, of course, he disassembled and re-assembled countless times trying to make it faster. In 1960, Jim Rathman (an acquaintance of his father’s who won the Indy 500 that year) began building his monocoque ‘Xterminator’ go karts and gave him one to race, which is when

Bruce began to really develop his passion for motorsports. “When I turned 16, I began drag racing a 1963 Olds F85 convertible at the local drag strips on Saturday night,” continued McConnell. “Of course those were the days of racing by class and I entered the car into C/FX, running in the low 14.515 second range.” Proving he was no slouch behind the wheel

www.rpm-mag.com | march 2015

LIFE’S A JOURNEY... BUILT FOR HAULIN’ This is no run-of-the-mill ‘46 Dodge pick-up with a few mods here and there. Instead, McConnell went to great lengths to see that so much of the original truck was preserved during the build, and then added a hint of cool custom things like the bumpers and rear wing. Heck, it even has side view mirrors and a windshield wiper!

of a drag car, Bruce made it to the finals at the 1963 U.S. Nationals in that class, and got beat by his nemesis, Ron Root, driving a slant six Dart with factory sponsorship. Cars and drag racing were now firmly entrenched in most everything Bruce did, or wanted to do, and in 1964 he took a summer

march 2015 | RPM Magazine

job at Paul Harvey Ford sales and watched in amazement as they built the famed A/FX 427 SOHC Fairlanes. “I learned a lot that summer,” added Bruce. “I traded my Olds on a 1964 289 Fairlane and would spend my Saturdays cleaning and tuning it for Saturday night cruising, and more. We would

McCONNELL’S DODGE: McNAAAASTY! From the rear, McConnell’s Dodge looks like one part truck, one part race car, an influence of Pro Mod and the balance is just plain badass! Mickey Thompson ET Street Radial Pro 275/60s are now the tire of choice.

cruise the drive-ins and there was always street racing going on, there was that kind of ‘king of the hill’ mentality among us car guys and we never knew what the night would bring.” Unfortunately, the Fairlane met an untimely demise while Bruce was attending college in Miami, Fl. He explained, “There was a hurricane that year (1964) when I was away at school and it was pretty bad. Being students though, of course we

were having a party during it and when we were in the stillness of the eye we went outside to see the damage and my Fairlane was gone! About six months later it was found stripped and submerged in a canal. I replaced it with a 1966 GTA Fairlane, but it was never the same.” After some mods to the second Fairlane, Bruce became known for having a record of a little over 14 hours for the 1,200-mile trip

between his home of Indianapolis and Miami. “There were times when I would get out of school on Friday and drive through the night to Indianapolis, only to turn around and drive back to Miami after Saturday night cruising in Indy,” he laughed. After deciding that school wasn’t his cup of tea, McConnell moved back to Indy and joined the Army Reserve. After getting the much needed experience in the

www.rpm-mag.com | march 2015

LIFE’S A JOURNEY... service, he found work in data processing at an area bank for several years. Over the next 24 years, Bruce’s life would be full of adventure as he somehow got involved in SCCA racing as mechanic and team manager, owned a Volvo & Saab dealership, and moved from Indy to southern California where he became immersed in BMX bike racing through his son’s involvement. At one point he even owned a bike shop to feed his fascination. During his time road racing, Bruce was introduced to turbochargers for added power on some of the road & track Volvos. “They were archaic and nearly uncontrollable back then, but definitely showed the potential of what was to come,” commented McConnell. After getting out of the car business and moving to Arizona to work in information technology in 1995, Bruce was dealt a life changer when he was diagnosed with cancer of the

tonsil and decided to retire. While recovering, he had heard about Dwarf Car racing and thought he’d give it a try. “I could immerse myself in the car and totally forget about my physical condition,” he said. At the same

march 2015 | RPM Magazine

While most trucks turned loose on the dragstrip have huge wheeltubs and massive meats stuffed inside of them (because they can), Bruce opted to go small tire drag racing and hasn’t looked back for second!

BRUCE McCONNELL’S 1946 DODGE PICKUP Chassis: “WC” Chassis. Truck maintains original frame with McCabe Racing full roll cage. Front and mid motor plates. Truck is 3860 pounds with driver. Suspension: FRONT: Mustang II-type front suspension. Heidts tubular upper and lower control arms. TRW manual steering rack. Aldan double adjustable shocks. Wilwood four-piston disc brakes. REAR: Chassisworks adjustable pro ladder bars, Aldan double adjustable coil over shocks. Wilwood dual four-piston brakes. Suspension completed by McCabe Racing. Body & paint: Chrysler Black Pearl/Sunburst Orange. Paint by JM Collision Center, Laveen, AZ. Engine: 406 ci small block built by Arizona Race Company. DART little M block, Callies Magnum series crankshaft, Oliver connecting rods, JE pistons, Total Seal rings, AFR 227 23-degree cylinder heads, Jesel shaft rockers, Custom Arizona Race Company turbo grind camshaft. Jesel belt drive, Moran billet atomizer injectors. Induction: Edelbrock Victor Jr. intake manifold, Wilson 105 mm throttle body and elbow, Precision PT-2000 intercooler. Power adder: Precision 98mm ball bearing turbo with 1.5 a/r exhaust housing. Electronics: MSD 7 series ignition, Big Stuff 3 fuel injection, AMS 1000 boost controller, Davis Bump Box . Transmission & converter: Hughes Performance Powerglide with custom 1.58 first gear, Hughes Pro Series torque converter. Rear differential: 9-inch ford with 35 spline spool. 4.30 gear (1/8th-mile) 3.70 gear for ¼-mile. Performance: 5.290 @ 136 mph 1/8th-mile and 8.210 @ 166 mph in the quarter (will be faster at SCSN X!!). Other notables: Nicknamed “The Orange Blossom” after the Papago Brewing’s Orange Blossom craft beer.

www.rpm-mag.com | march 2015

LIFEâ&#x20AC;&#x2122;S A JOURNEY...

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DESERT BLOSSOM McConnell’s wild Dodge pickup is anything but a boring old truck. With a turbocharged small block, it can haul pretty much anything in a really, REALLY big hurry.

time, his oldest son, who was in the Coast Guard, sent Bruce a Homebrew kit for his birthday that year. Soon after, they were entering brewing contests, and winning! “My son would write the recipes and I would handle the brew process.” This passion for brewing would lead to Bruce opening the first Craft Beer bar in Arizona. “We named it Papago Brewing and it had 30 taps and a variety of bottles for carryout,” Bruce said.

About here is where Bruce’s attraction for the 1946 Dodge pickup began. “During the construction of the bar, every day on my way home I passed by a 1946 Dodge Pickup that was for sale. There was something about the design that I was drawn to. I ended up buying it and tore it down, but it was not at all what I expected, so I left it sitting to work on down the road.” “Papago lead to my son starting ‘Little Guy Distributing’ to

bring additional foreign & domestic varieties into Arizona, and after about a year I joined him in building the business. We took on a third partner, Andy Keyser, and he was all about classic cars and participated in most of the local shows with his 1966 Ford Galaxie 7-liter. I could feel myself being drawn back in with each show we went to.” “I still loved the design and look of that 1946 Dodge Pickup and while on the web one

www.rpm-mag.com | march 2015

LIFE’S A JOURNEY...

IT’S TURBO TIME! Even under the hood, where things are surprisingly cramped, the first thing you see is quality. Like Bruce says, “wow ‘em on the track and at car shows as well.” After toying with nitrous for a number of years Bruce went turbocharged based on his positive experience with them many years ago in road racing. Lots of trick stuff like the array of Wilson Manifolds goodies help the little 406 Chevy mill push all 3,860-pounds of Detroit iron to some impressive speeds.

day, much to my surprise, we found one for sale that had been slightly modified with nice paint, a small block, automatic and A/C.” Bruce made the deal on the ’46 and started using it as his daily driver, tweaking it along the way to make it more to his liking. The drag strip was soon calling Bruce’s name once again and his first trip back was a disappointing 15.73 seconds in the quarter-mile. “Heck, I had run faster than that in 1963. But I knew I was hooked again!” laughed McConnell. After that weekend, Bruce was on a mission to see what was available

to help make his rig faster. “I was amazed how much had changed in my 30-plus years of absence from performance,” he continued. “I thought the best thing was to put it on a dyno and see what could be done to make it a little better. Again, I was truly disappointed with only 158 rear wheel horsepower.” Soon after, a GM 350 ci, 355 hp ZZ4 crate engine found its way into the Dodge and the next trip to the track saw high 13-second runs. As always, once you have some horse-

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HEAVY HAULER Despite all the laws of physics being against it, with Doug Driggers at the wheel, Bruce’s Dodge assaults the dragstrip with impressive numbers; 5.29 at 136 mph in the 1/8th-mile and 8.21 at 166 in the 1/4, “...with more to come,” said Bruce.

power, you can’t stop wanting more. A stint with nitrous oxide as a power adder on the small block saw the truck in the 12-second zone, then down into the 11s, which is when Bruce reminded himself that he promised

once he hit 11.50, that would be fast enough. Yeah right! “I took the truck up to McCabe Racing to have a 10.0-legal cage built,” explained McConnell. “I still wanted to use it as my daily driver, but

didn’t want that 11.50 restriction at the drag strip, and with a little tweaking I started running in the high 10s. Then I upgraded the engine using a Dart block and lots more heavy duty parts and Greg at Automotive

Diagnostic Specialists let Doug Driggers and I to build the engine at his shop. It had been a long time since I had done anything like a complete engine build and needed help to refresh my skill set. Doug designed a cam

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READY FOR TAKEOFF Inside, the factory dash is splashed with a full set of gauges along with enough switches to keep an airline pilot busy.

knowing that we were going to spray it, and I bought a pair of AFR227 heads to top it off. The truck ran consistently in the low 10s. But then that 10.0 limitation was driving me crazy, so it was off to McCabe again for an 8.50-spec cage and while at it we changed out the rear end to a 9-inch with ladder bars.” Still on nitrous, Bruce was now running in the mid-9s but was not happy with the lack of consistency. Doug suggested turbocharging, something Bruce was familiar with from the ’70s, and soon a 91 mm turbo from Precision

was added to a new rotating assembly designed around the switch to the turbo. Doug and Bruce built the motor while Rob at McCabe did the chassis work. While the truck was down, Bruce got back into road racing for a few years, but as the truck neared completion he had to make a choice—and soon it was back to the drag strip with the big pickup. “ohn Melvin at J.M. Collision Center shared Bruce’s vision of what the truck needed to look like and they decided on Dodge colors: Black Pearl

march 2015 | RPM Magazine

and Sunburst Orange. By 2009 the truck was back at ADS for wiring and final assembly and McConnell’s vision of a true show-and-go machine was born. “I wanted to not only wow ’em on the track but at car shows as well,” added Bruce. “Our first test was at ADS in April of 2009. I’ll never forget the sound: the turbo spooling and the subsequent burnout. I knew we had created something very special and now it was time to put all the pieces together. In mid-May 2009 I rented Firebird Raceway to debut the truck, asking

everyone who had a hand in its creation to watch the first pass down the strip. I had expected to run in the 9s first time out but much to my surprise it went 8.90 on its first pass.” That summer Bruce took award after award at various car shows and had finally gained control on the track, running consistently in the mid to high 8s. “It was early in 2010, and with the drag radial tire being all the rage, we replaced our 10.5W slicks with some 315 radials, and loved them. It took some time to figure out the

...TAKE ONE DOWN, PASS IT AROUND Power, fuel, and fire suppression sit in the truck bed where we’re sure many a bottle of beer were once placed and transported as part of Bruce and his son’s businesses.

LIFE’S A JOURNEY...

WHOA NELLIE... Heavy duty brakes to stop a heavy duty truck!

#THROWBACKPIC A photo of the Dodge back when Bruce purchased it and was using it as his daily driver and “work truck.”

Underneath, a Ford 9-inch rear diff with coilover shocks and ladder bar suspension transfer the boosted small block power to the ground. We had a hard time believing it ourselves, but the factory frame of the truck is still being used.

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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 Chevy with Edelbroc 0 horsepower combination resulted in over 1,55 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 lable avai are They lift. up to .880” springs and titanium retainers for The Edelbrock Super Victor intake us manifold #29270 features a 3/4”radi cylinder port oval e larg in the ports to match variety a for ble suita is ifold man heads. This for ired requ s of custom CNC’d cylinder head ent lacm disp e larg wer, epo modern high hors engines making 950+ HP.

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FACTORY FRESH â&#x20AC;&#x153;Opened upâ&#x20AC;?, you get a feel for just how original this hauler is. The hood, latches, door handles, trim, emblems and so much more are OEM style components.

march 2015 | RPM Magazine

LIFE’S A JOURNEY...

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From left to right is Erin Grant, Brett Hewson, Bruce McConnell (behind), Doug Driggers, Twila Andring. best way to launch, but we finally got the consistency we were looking for. Later that year, Doug decided to open his own shop, Arizona Race Company, and of course I followed him there. I loved the mechanical stuff, but found that my competitive spirit as a driver wasn’t what it used to be and turned the driving over to Doug. I still make passes to satisfy my need for speed, but when it comes to competing, that is Doug’s deal.” Looking to race in heads-up events, the pair began running in Arizona Fastest Street Cars, and Arizona Grudge which was 1/8-mile. “Doug talked me into the 1/8-mile stuff,” Bruce admits, “and suggested that we go to a 275 radial to compete in the AZ Grudge Renegade class. He also wanted to run at SCSN-IX, and we could do so with this setup in the Wild Street category. Unfortunately I wasn’t able

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Fax 951.245.6563 to make the trip, but was watching the online stream from home. That first incredible wheelstand is probably the one thing I will always remember.” For 2015, Bruce and Doug have decided to change to an 1/8-mile configuration, add a new 98mm turbo and different rear gear (from a 3.70 to a 4.30:1), and while it may take away those dramatic launches, the truck should be much more competitive overall. “I’ve tried to remain true to my original vision,” Bruce added, “and what first drew me to that old Dodge. We have talked about taking the drivetrain from the truck and putting it into another, lighter vehicle, something like a Mustang or Camaro. But then we would have another (all be it fast) Mustang or Camaro, so I guess we are sticking with that ‘old’ truck for now.”

www.mantonpushrods.com

www.rpm-mag.com | march 2015

>>From white, beat up, and slow to straight, black, and fast, Tony Adkins’ wild supercharged S10 is one cool street/strip machine

“I

bought it eight years ago for $600. It was white, beat up and slow so I gave it a complete 180,” said Tony Adkins of his wickedly cool black Chevy S10 pick-up.

“Now it’s now black, straight and fast!” he added. And with an estimated 1,300 ProCharger assisted horsepower on tap, we certainly won’t be the ones to dispute that claim. Tony, a Virginia-based

march 2015 | RPM Magazine

submarine blast and coating contractor, is what most would call a horsepower junkie, addict, and hardcore motorhead as over the past 35 years he has built a number of cars and trucks for street and strip

story by

George Pich photos by

Louis Fronkier

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10 PIECE

and has done most of the work on them himself. “I have taken pride in doing a lot of my own work on the vehicles I have built. It’s cheaper than therapy and keeps me sane!” laughed Tony. The S10 took around three years to build and has a host of oneoff ideas.

Tony continued, “I have seen a lot of S10 builds and would always think of changes that I would make to them if they were my creation— things to make them more user friendly and unique. Adkins started by stripping the pickup completely. Now with a bare, stock frame he

narrowed it two inches per side—coincidentally just enough for a 275 drag radial tire to fit nicely on the 15 x 10 beadlock wheels he chose for the project. Next was a heavily braced 9-inch Ford rear differential packed with 35-spline axles and a spool and

held in place by leaf springs with sliders and Caltracks, “just like the 275 rules state I can use,” added Tony. The owner-built 14-point funny car style cage holds the truck rigid and keeps occupants safe in all environments. For power, the little S10 packs a big

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TONY ADKINS’ 1989 CHEVY S-10 STREET/STRIP Chassis: Stock frame rails notched as per X 275 rules. 14-point funny car cage done in chromoly. Frame rails are tied together with cross bracing. All work by owner Suspension: FRONT: Bell Tech 2-inch drop spindles and 1-inch drop springs with tubular A-arms and QA1 double-adjustable shocks. REAR: 3-inch drop leaf springs, sliders with modified front perches, and Caltracks with Bell Tech drop shocks. Body & paint: Paint by Al Jones at Al’s Body Shop in Gloucester, VA. Engine: 420 ci small block Chevy, Dart Little M block ,9:1 compression Diamond pistons, Callies Magnum stroker crank, and Oliver rods. Ported AFR 210 heads with Jesel Pro Series shaft rockers. Custom roller cam by Cam Motion, Crower Endurmax lifters. Induction: Holley Keith Dorton intake, C&S blow-thru carb, Wilson spacer and ProCharger competition hat. Power adder: Reverse-mount cog drive ProCharger F1x with one-off custom brackets built by New Era Racecraft (Kyle Kirker). A2w intercooler between seats, 10-gallon ice box in bed. Electronics: All MSD; crank trigger, distributor, programmable Digital 6. Changing to MSD Grid for this year. Full dash of Autometer gauges. AEM air/fuel gauge and data logger. Transmission & converter: Custom built turbo 350 and PTC converter. Going to glide with Pro case for this year. Rear differential: 9-inch back braced with spool, Moser 3.50 gears and Moser 35-spline axles. Exhaust: Front-exit exhaust. 2-inch primaries, 4-inch collectors and bullet mufflers. Atkins says: “I haven’t tested yet with this combination, but it should be good for mid to low 8s in the 1/4, as it weighs in at around 3,100-pounds (depending on lunch). I’ve raced for about 20 years and since the truck is X275 class legal I think it would be great to qualify with a real street car that is driven a lot.

march 2015 | RPM Magazine

10 PIECE

punch and does so with a small block Chevy mill that cubes out to 420. Knowing that he couldn’t compete on motor alone, Tony added a ProCharger F1x and credits Kyle Kirker of New Era Racecraft for making it all happen. “I couldn’t have done it without him,” Adkins said. “They (New Era Racecraft) created my reverse-mount cog drive for the ProCharger with one-off custom brackets and it is amazing.”

The 420 started with a Dart Little M block and was stuffed with a double-keyed Callies Magnum crank with a big block snout turning 6-inch Oliver rods and custom Diamond pistons that maintain a boost-appropriate 9:1 compression ratio. AFR 210 ported heads top the block and Jesel Pro Series shaft rockers and 3/8-inch pushrods are actuated by a custom roller cam and Crower Endurmax lifters. A

HEY, WHERE’S THE BOWTIE? The ProCharged small block Chevy is well hidden by the unassuming cowl hood (most every surviving S10 has one), but the supercharger air intake bellmouth built into the grille shell in place of the factory emblem tells most that something is amiss.

www.rpm-mag.com | march 2015

The rear view is a little more telling of the capabilities of the S10. While the cage and chute could be part of a cool higher-end streetonly build, to a trained eye, the 275 Drag Radial tire and suspension bars tell a different story. The cage and custom aluminum with carbon fiber bed cover are just a few of the items Tony did himself.

MIGHTY MOUSE The Dart blocked, AFR headed, ProCharged mill between the rails of the S10 worked out to 406 cubic inches and is estimated to produce well over 1,000 horsepower... and be capable of 100-plus mile cruises on the street or low 8-second quarter mile runs.

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march 2015 | RPM Magazine

C&S blow-thru carb sits atop a Holley intake and Adkins used a Procharger carb hat to flow the extra charge. An air-to-water cooler is nestled between the seats and a 10-gallon ice box is located in the bed of the truck. Backing up the estimated 1,300-plus ponies is a tricked out turbo 350 trans with a PTC converter. Although Tony says the TH350 is “holding up for now,” the switch to a more durable Powerglide is planned early this year, particularly

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before the S10 hits the drag strip under full power. To get that sinister stance, the truck is lowered three inches in the front and six in rear. To accomplish this a combination of drop spindles and lowering springs were used up front and drop leafs with various modifications by Tony were necessary out back. As Tony puts it, “…it’s simple, but it works.” Twin radiators— one in the bed and one under the frame rails behind the bumper—are

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10 PIECE

DASH? COOLER? COOLER DASH. Yep, you’re seeing it right! That’s a ’55 Chevy dash expertly fit into the S10. A moly funny car-style cage surrounds Tony and full array of gauges provide important vital signs. Driver and passenger have a sidekick in the form of the massive charger piping running through the interior to the air-over-water cooler.

FORD-I-FIED REAR “It’s simple, but it works,” Tony says of the S10’s custom leaf spring suspension. A braced 9-inch Ford housing holds a set of 3.50 gears, spool, and 35-spline axles. Everything is held within the factory frame rails that have been notched and braced.

www.rpm-mag.com | march 2015

10 PIECE

march 2015 | RPM Magazine

BACK IN BLACK >>Tony enjoys the theme of the sinister-looking truck

fed via an electric water pump located under the truck. Adkins tells us that he can drive in traffic all day in 90-degree weather and max out at 180. To get from “beat up” to “straight,” a lot of time was spent on the truck body. Knowing the color was to be black, great care was taken in every step of the body resto, including getting the body seams and gaps just right. The midnight black paint was shot by Al Jones at Al’s Body Shop in Gloucester,VA. A 4-inch cowl hood was added and the bed cover was built by Tony himself out of aluminum then covered with carbon fiber. The shine of the original chrome was toned down to a dull aluminum finish and the stock

rear bumper was shortened, shallowed, and tucked to more closely follow the lines of the rear sheetmetal. To add one of those unique features Tony was aiming for in the build, the ProCharger bellmouth assembly was expertly set into the front grill with an air filter built out of lexan so onlookers could get a preview of what is about to lay the smack down on them. Inside, as this a true street machine, there is room for two, if you don’t mind sitting next to the massive charger piping. But the first glance usually leads to a double, then triple take. “The one item that gets the most comments is the ’55 Chevy dash. I have to admit that after I cut, and cut

some more and then welded it up, it looked like frankindash,” laughed Adkins. “But my buddy Paul Anderson worked his body work magic and painted it for me, turning it into something I am lucky enough to get to look at during long cruises of sometimes 100 miles or more. The dash is definitely the most unique feature inside the truck.” A full array of custom gauges has been installed while not butchering-up the nostalgic value of the dash itself, it just looks very cool. While surrounded by the cage he built, Tony’s left hand holds onto a custom Grant steering wheel while his right shifts through the gears via a TCI

ratchet shifter. “They call the truck 10 Piece,” Adkins added. “The whole 10 Piece thing came about because I’m a big guy with a big appetite. One night when I was snacking on a 10-piece nuggets meal at the local hangout, one of the guys said that’s what I should call the truck...10 Piece. I’ll admit that I didn’t like it at first, but it is an S10 and the name has stuck so far,” he added. Adkins wanted to give a shout out to his late father Clinton who passed in December. “My dad was a car guy, and I know this feature would have meant a lot to him,” he added. “Thanks, Pop.”

www.rpm-mag.com | march 2015

RPM EXCLUSIVE

Beyond by

Dana Galus

>> Progress continues on Tom Bailey’s allnew Camaro... ONLY IN RPM!

PART 3

o here we are, month three of Tom Bailey’s wild Sick Seconds 2.0 4,000plus horsepower street/ strip engine build. This month we are going to cover fuel and spark and what it will take to run this thing on the street and strip with as little fuss as possible. But before

march 2015 | RPM Magazine

we get to that, a quick update is in order. “What started as a Dec 11th date on the block is now a Feb date,” explained Bailey. “We had some changes to the design and needed some answers to a few other questions that held it up. So I’m hoping by the time you read this, we will have the block in hand.

Also, until we have the lifter sleeves with the block, Crower can’t wrap up the custom lifters, so a bit of domino effect there.” Those insane CFE water-jacketed cylinder heads that we showed off last month in RPM are coming along, but working on the side of caution, the team felt that some minor mods

were required as a safety measure for street driving. Tom continued, “We have the cylinder heads, but are worried about enough water flowing through them for street driving, so Steve (Morris) is making some modifications for additional water flow.” “The crank and connecting rods are

HEAVY DRINKER The Aeromotive pump for alcohol use will be used with a Peterson pump and is mounted to the front of that dry sump pump. It is a 25 gallon rated pump, so ample fuel will not be a problem.

KEEP IT CLEAN The Aeromotive high-flow alcohol filter between the alcohol tank and the fuel rails will prevent contaminants from entering the injectors.

KEEP IT REGULATED Since there are two complete fuel systems, there is a need for both street and strip regulators. Both Aeromotive units will look similar from the outside, however inside they will be completely different setups for the different system requirements.

www.rpm-mag.com | march 2015

BEYOND SICK in process and due very soon. Everything else we either have or is on track. So as you can see, we’ve had a few things spiral, but hey, that is to be expected in the world of one-off racing engines. As a backup though, we are piecing together an alcohol version of Sick 1.0’s engine. Luckily we have enough spare parts that it is actually only taking a few items to make it complete. So when we first run Sick 2.0 it will most likely run with a cast setup instead of the billet one.” Now that we are all on the same page with what’s going on with the new block and heads, let’s get back to what we don’t know about the build and outline Sick’s intake, fuel system, and ignition system. We’ll start with the intake. It will be a custom Steve Morris piece that will be lower than his current design so that it will clear the hood of 2.0 without any modifications. A special three-in-

jector-per-cylinder setup will be incorporated into the design; two alcohol injectors per cylinder and one gas. It will also have a custom billet “y” on the end so that it will run two four-inch throttle bodies. Fuel delivery for the car will be a custom Aeromotive setup that will actually consist of two complete fuel systems. The street side will include an in-tank Aeromotive dual Phantom setup feeding 160 lb. Moran injectors. This system will have its own regulator and will be 100% independent of the alcohol side. The alcohol side will have an Aeromotive gear-drive alcohol pump with regulator connected to two 500 lb. Moran injectors per cylinder. The design will allow Bailey to remove a key from the pump for street driving and just insert the key to turn off the electric pump and be ready to race. When it comes to the ignition system, the choice for Bailey is a Holley Dominator EFI,

march 2015 | RPM Magazine

SLICK STREET FUELING This Dual Phantom electric pump is one trick piece. It will install in the rear gas tank and is capable of 1400 efi horsepower…and as Tom put it, “how much do you really need on the street anyway?”

PREPARE TO BE DOMINATED... This is the brains of Holley’s system. The Dominator ECU is capable of controlling all of the engine parameters, from the 24 injectors SICK will be running to switching between the alcohol tune and the gas tune, the shifter controller, the data logging, etc. “This is the ECU we use to have worry-free racing,” states Bailey.

CLOSELY MONITORED The gauge package available on your laptop when connected to the Dominator allows you to keep tabs on everything going on with the system. “We can make any changes to the system that we may need and feel that their interface is the best on the market for controlling our engine,” Tom said.

QUICK AND EASY Through this touch screen interface, Bailey will make the change from the street to strip mode without ever hooking up his laptop to the system. He’ll also be able to switch between different strip tunes he has preloaded.

LIGHTING THE FIRE With a coil-near-plug setup, you will have one coil per cylinder and need enough spark to light the fire, these coils have been used in similar alcohol applications before and should be up to the task in this one as well.

running Holley’s coil-nearplug setup. It will also have Holley’s touchscreen display so that they can change from the street tune to the track tune without the need to hookup the laptop. Tom used this setup in Sick 1.0 for the

last two years and found it to be the easiest, least temperamental system that he has had. “It is easy to program and does not have all the little quirky issues that some of the other systems out there have,” he added.

www.rpm-mag.com | march 2015

BEYOND SICK BIG SQUIRT

BREATHTAKING INTAKING

“Moran injectors are known throughout the industry as being some of the most consistent and bestperforming injectors available anywhere. We need this kind of quality in an alcohol engine, especially knowing that if we lost one injector it would tear up that cylinder by going to a lean condition,” explained Bailey.

This is the custom ram intake Steve Morris has created in-house for this monster. With two injectors on the outside and one injector underneath for each cylinder, this is one SICK piece of billet! Note the lower profile of this intake compared to many others out there. Bailey wanted to stay under the hood and he knew Morris would deliver with yet another masterful one-off creation.

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BEYOND SICK FEELIN’ THE FLOW Please mind young children around this SICK intake, as one could easily fall in! The “Y’ part of the intake will be mated to twin 4-inch throttle bodies.

SOURCES Aeromotive

www.aeromotiveinc.com 913.647.7300

Bailey Racing

www.bailey-racing.com

Holley As we move into our next issue (April 2015) in RPM’s exclusive “Real Time” build of Tom Bailey’s Sick Seconds 2.0 powerplant, we’ll see Tom and his team start assembling the engine, then, as a special and unannounced treat, we’ll

march 2015 | RPM Magazine

let RPM readers in on the rest of the drivetrain chosen to make this thing a dual-purpose threat. For more information and to check out Tom Bailey’s SICK SECONDS 2.0 you can visit Bailey Racing at www.bailey-racing.com.

www.holley.com 866.464.6553

Moran Motorsports

www.moranmotorsports.com 734.947.1234

Steve Morris Engines

www.stevemorrisengines.com 231.747.7520

HOT EVENTS

DYNO WARS III

story by

David Godfrey

photos by

Charles ‘Chip’ Margiotta

>>Temps were down but the horsepower was up at the 3rd Annual K&S Race Cars/Fonse Performance Dyno Wars presented by Strange Engineering

his year 11 contestants and their street-legal cars and trucks battled it out on the rollers but only one would be named “king of the dyno” and take home the top prize of $1,350. Even with the temps hovering around the 30-degree mark for most of the day, it didn’t drive away the crowd as it was

standing room only by 10:00 AM. Dyno Wars has turned into one of the biggest off-season events in the country and no real enthusiast within the tri-state area was going to miss this year’s show. The first contestant to warm up the rollers was Mike Nestore in his very stock-appearing C5 Corvette. You never want

WINNER, WINNER, CHICKEN DINNER After the smoke cleared, it was Matthew Ayres’ Dodge Conquest TSi coming out on top with 1,035 horsepower! The original 4-cylinder has been replaced with a turbocharged 2JZ Toyota inline-6. A lot of hard work, sweat and cash went into building this beautiful machine.

march 2015 | RPM Magazine

CLASSIC MUSCLE John Razler was a fan favorite and the only big block to enter the event. His nitrous powered ‘68 Camaro was the last car to go on the rollers at 9:00 PM. He soon discovered that big slicks eat up horsepower on a chassis dyno but he still finished 3rd with 924 horsepower. to judge a book by its cover because what people didn’t see was the centrifugal supercharger under the hood and full custom exhaust. While Mike was a bit disappointed with his final numbers he still managed to put down a very respectable 476 horsepower. The man whose ride was strapped down next ended up holding the lead for most of the day. Jason Eberle’s chame-

DYNO WARS III

leon-colored Pontiac Firehawk set the bar very high early in the morning. He really turned some heads as his turbocharged stock-block 6.0 LS laid down 906 horsepower…to the wheels! Yes, Pontiac fans, it is a real Firehawk. Then came a competitor out of the shadows. Nobody seemed to know much about his combination and as we learned quickly, that is proba-

IT’S A BIRD...IT’S A PLANE...IT’S SUPRA MOUSE! Jason Lord definitely took home the “most original” award by installing a turbocharged 377 cubic inch small block Chevy under the hood of his Toyota Supra. Fuel issues reared their ugly head but he still managed to make 875 horsepower.

www.rpm-mag.com | march 2015

DYNO WARS III FANCY PANTS Rich Rainey did it in style with his meticulously maintained Cadillac CTS-V. Rich claims the car has been in the 9-second zone, and after putting down 716 horsepower nobody will doubt him. Rich also made sure that a steady supply of Grey Poupon was on hand during the event.

SMOKY WAY Nicholas Way drove his tri-turbo 6.0 Power Stroke diesel over 40 miles to participate in the event. While Nicholas didn’t put down the numbers he had hoped for, he still entertained the crowd with his wild and smoky dyno pulls. Nicholas finished in 10th place with 583 horsepower. He later discovered a sensor had been disconnected.

CALLIN’ THE SHOTS Al Fonse, Jr. was the man behind the controls of the SuperFlow 902 engine dyno. Part of the demonstration was to show how easy it is to use FAST EFI with nitrous. Al, Jr. answered questions about tuning all day long. bly for a good reason. A flatblack notchback Mustang usually screams one thing: grudge racer! Carl Ondusko wasn’t too shy though when he popped the hood to reveal a nitrous-fed stock block Windsor. The crowd was floored when the official numbers were announced: 701

march 2015 | RPM Magazine

horsepower! Carl may have lost some race opportunities with playing his cards at Dyno Wars, but gained a lot of respect. A local car club that goes by the name “Pig Vicious Racing” was backing two cars at Dyno Wars III, and their first entry was a beautiful Mustang

www.rpm-mag.com | march 2015

DYNO WARS III HEY...ANYONE SITTING THERE? It was literally standing room only at the 3rd Annual K&S Race Cars/Fonse Performance Dyno Wars presented by Strange Engineering. The event was at maximum capacity all day long!

LOTS OF PONIES IN THIS MUSTANG Carl Ondusko really opened some eyes when his nitrous-fed stock block Ford laid down 701 horsepower! This notchback Foxbody has grudge racer written all over it. Carl finished in 8th place.

Shelby GT500 owned by Salvatore “Big Sal” Mattiaccio. Not sure if they call him Big Sal because of his Paul Bunyan-like stature or because of the horse-

march 2015 | RPM Magazine

power his modern musclecar can muster but after his dyno pulls we will go with the latter. On the dyno, the Shelby sounded thunderous as the exhaust

from this finely tuned mod motor echoed off the surrounding pine trees. After three pulls, the highest number for the GT500 was 672 horsepower. Not too

bad—but not enough to take the lead. At an event where most of the crowd is accustomed to American made V8s, the last thing they expected to

DIVERSITY TRAINING Murderers’ row right here! There’s over 3,000 streetdriven horsepower in this picture!! There was a lot of diversity at this year’s event—the Dodge Conquest is powered by a 2JZ, the Firehawk a 6.0 stock block LS and the Lightning a small block Ford.

THIS PONTIAC ISN’T DEAD Jason Eberle’s Pontiac Firehawk was a crowd favorite. The paint wasn’t the only thing that caught everyone’s eye, as the turbocharged 6.0 LS between the fenders did, as well. Jason finished 4th with a best pull of 906 horsepower.

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www.rpm-mag.com | march 2015

march 2015 | RPM Magazine

DYNO WARS III

STRANGE HORSE The K&S Race Cars/Fonse Performance 8.50 Index team showed off their freshly-wrapped Foxbody Mustang. Strange Engineering was not only a presenting sponsor of this year’s Dyno Wars, but they also announced their partnership with the South Jersey-based team. see was a German-engineered six cylinder rolling up to the dyno. That’s exactly what happened though when Garth Ruggie and his Undercover Performance tuned BMW M3 showed up to spoil everyone’s fun. The turbocharged 3.0 inline six was on Mr.

Ruggie’s chassis dyno the night before but it didn’t go as planned. Garth stated he hurt the block and his crew spent the entire night replacing the engine with a spare. There was no way he was going to miss the biggest dyno event around. The six cylinder

WATCH THIS PULL, LADDIE... sounded like no other we had heard so far, and after the giant turbocharger spooled up for the last time, the final numbers were 760 horsepower—very impressive for a car that went around turns so well it was considered the “ultimate driving machine.”

Dyno Wars III not only had some great supporters, they also stepped it up on the technological side as well. Seth Cohen manned the live feed all day long. Viewers from as far away as Scotland were glued to the action.

www.rpm-mag.com | march 2015

DYNO WARS III

PRIZED BOWTIE A 5.7 LS engine was raffled off at this year’s event. It was a huge hit as spectators lined up all day long to purchase tickets. The winner was Philip Ware from Marlton, NJ.

STOUT BLUE OVAL POWER This Yates-headed small block Ford usually sits under the hood of the K&S Race Cars/Fonse Performance 8.50 Index Mustang, but it was on the SuperFlow SF902 for Dyno Wars. The engine dyno demonstration showed how easy it is tune a nitrous motor with FAST EFI. It wowed the crowd with over 1,100 horsepower!

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Intermissions are usually meant for people to relax, stretch and maybe grab a bite to eat ,but at Dyno Wars it meant you were only going to get another kind of horsepower fix. This year, the K&S Race Cars/Fonse Performance 8.50 Index motor was bolted up to the SuperFlow SF902 engine dyno

to demonstrate not only how much horsepower their small block Ford could make, but to also demonstrate a nitrous hit. The combination is a little on the rare side as they use a nitrous plate along with FAST EFI. This motor has made over 800 horsepower on motor and at Dyno Wars with the nitrous

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DYNO WARS III hit it put out over 1,100! Al Fonse, Jr. was on hand to not only run the engine dyno but to answer questions anyone might have about EFI tuning. VP Race Fuels also had two reps on the property who extended their tremendous knowledge to the crowd. After the engine dyno demonstration, the crowd was itching for more power and more power is what they would receive as Matthew Ayres drove his turbocharged 2JZ powered Dodge Conquest TSi into the chassis dyno room. The powers that be weren’t too sure about letting in a mostly-forgotten sports car from the ’80s, but when they saw the pics of a parachute, drag radials and a championship-type belt that stated he was the street car king of Ocean City, MD, it was a resounding “Yes!” Half of the crowd was staring at the car trying to

march 2015 | RPM Magazine

figure it out, but when they saw the huge turbo attached to a 2JZ under the hood they knew it had the capability of putting down big numbers. Matt was not messing around and even sprayed it on the very first pull. The crowd that now gathered around the dyno gasped when they saw the numbers—1,035 horsepower! Not only was it the first car to register four digits, Matt had taken the lead by a big margin. Could it really happen? Could the Conquest really win Dyno Wars? Only time would tell. Things really started to get interesting when Nicholas Way fired up the only diesel in the competition. His Ford Super Duty 6.0 Power Stroke tri-turbo truck was ready to make the dyno rollers submit to its massive amount of torque. Unfortunately, the big Ford ran into some issues that later were traced back to a

CLOSE...ALL OVER AGAIN Paul Vaughn from Tabernacle, NJ finished in the #2 spot for the second year in a row. He calls his truck Vader for good reason, just look at it! A turbocharged small block Ford lurks under the hood.

disconnected sensor. Nicholas still entertained the crowed by filling the dyno room with black soot and showed off some glowing rear rotors as he tried to build boost by power braking the Super Duty. His

final numbers were 583 horsepower. The vast array of cars and trucks was impressive, as a diesel-powered Ford truck pulled off the dyno and a Cadillac CTS-V owned by Rich Rainey took its place. The crowd was told this luxury cruiser had been in the 9s, but the dyno doesn’t lie and everyone was going to find out if he was telling the truth. The whine of the supercharger filled the room to the spectators’ delight, and after letting it cool down between runs, the final numbers for the Caddy came out to be 716 horsepower. Think it can go 9s now? Well, the heavy hitters started to line up and it looked like murderers’ row outside the

dyno. The only returning competitor from last year was Paul Vaughn from Modern Muscle Motorsports. His first-generation Ford Lightning was a crowd favorite and he just missed taking home the title last year. What people didn’t know was that the turbocharged small block Ford was hurt but he was going to run it anyway. Paul came to win and he swung for the fences on the very first pull. Vaughn stated that if it held together on the first pull he would win. If it didn’t, he would help clean up. It started off well, but as the RPM’s rose and the boost built up, the hurt little Ford said it had enough and out went a head gasket. The Lightning did manage to put down an astounding 1,031 horse power—just 4 off of the lead. The anticipation grew now, though, as the rules stipulate one must drive the vehicle off of the dyno under its own pow-

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www.rpm-mag.com | march 2015

march 2015 | RPM Magazine

DYNO WARS III er for the pull or pulls to count. As silence spread over the standing room only crowd the Ford started up and pulled out under its own power. Even though it was spewing oil, smoke, and water, the run would count. Paul was now in 2nd place. One of the favorites from the very beginning was Jason Lord’s Toyota Supra. Outside, it is all Toyota—but underneath the hood is a completely different story. The famed 2JZ is long gone and in its place sits a boosted 377 cubic inch small block Chevy. If there was any doubt how serious this entry was, take note that it was the only entry sporting a sheet metal intake. When the onlookers saw what was under the hood, they thought it was a done deal... here is the winner. Well not so fast. Just like being at the track, things can

and will go wrong. A fuel supply issue really put the kibosh on the Supra, but in the end it still managed to put down a very healthy 875 horsepower. That meant it was up to just one man to knock Matthew Ayres Conquest from the top spot. That man was local racing hero John Razler and his nasty nitrous-fed big block Chevrolet 1968 Camaro. John has racked up many wins on the street, strip, and even won Pinks: All Out. The only big block in the competition made sweet music on the dyno but the crowd quickly learned how difficult it is to make this kind of power with not only nitrous but with power-robbing slicks. The Camaro put up a good fight, but Razler had to settle for the number three spot with a best pull of 924 horsepower. In the end it was Matthew

Ayres and his turbocharged 2JZ powered Dodge Conquest TSi that came out on top. He came in like an outlaw from another territory and not only won the gunfight also rode off into the sunset with the prettiest girl in town. Matthew not only pocketed $1,350 in cash, he also won a $250 gift certificate from Mickey Thompson, a $250 gift certificate from Stef’s Fabrication Specialties, plus an Aero Force gauge courtesy of Powerhaus Performance. Everyone at K&S Race Cars, Fonse Performance and Dyno Wars would personally like to thank all three local dragstrips for helping us out this year: Cecil County Dragway, Atco Dragway and Raceway Park, thank you! We couldn’t do it without you!

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RPM TECH

THE

CHANGE-UP

>> What it really takes to go from blown to turbo on an already-formidable street/strip warrior

hey say change is one of the most difficult things we have to face as human beings. Whether it be work-related, personal life, or changes in other major parts of our lives, like for instance our cars. You know...our prized possession, passionate hobby, and probably the largest ego-stroking piece of non-living equipment that we can call our own!

Over the next several issues of RPM, we’re going to let readers in on yet another real-world build that we like to call “The Change-Up.” This time around, we will be swapping out an already-killer screw-blown and injected street/strip combination that just happens to be situated in a nasty ’56 Chevy over to an equally-wild (and hopefully superior) twin turbocharged setup.

STEPPIN’ UP THE GAME Our target for this series of articles is an already-potent big block Chevy that was sporting a Whipple screwcharger and Enderle fuel injection. You’ll get to follow along as longtime owner and hot rodder Glenn Hunter switches over to a Borg Warner twin turbo setup with a huge 123 mm Wilson throttle body.

march 2015 | RPM Magazine

GLENN HUNTER’S PRO STREET 1956 CHEVY BEL-AIR Chassis: Custom rear chrome moly roll cage and chassis built around the stock floor pan by Mark Markow Race Cars in CT. Certified to 6.50 Suspension: FRONT: Owner-fabricated front subframe in the late ’90s using 1992 Corvette suspension and brakes. Viking double-adjustable coilover shocks and Mustang II rack and pinion. REAR: 4-link with anti-roll bar, Strange double-adjustable coil over shocks with custom wheelie bars. Body & paint: Original all-steel body. Paint and body work was done by owner in his grandma’s garage back in 1992. PPG single-stage, Corvette Red and White. Engine: 555 ci BBC Dart aluminum short deck block, CFE BMF385 cylinder heads with TD shaft rockers, 10.25:1 CP pistons, Total seal AP rings, Bullet camshaft with Isky bushed easy roll lifters all driven by a Xceldyne timing belt system. Assembled by owner.

FRESH ROASTED Hunter’s big Chevy has sported a cool blown-n-injected setup for a few seasons, but he’s ready for a change, a new challenge, and even more power. In this pic, you can see the cool progressive linkage on the Big-N-Ugly scoop in action, with only the driver’s side butterfly peeking open as Hunter strikes the tires at Maple Grove Raceway in 2013. Tara Bowker/Black Rock Photography photo

As always, we’re not gonna sugar coat it, blow smoke, or give you some far-fetched low-buck figure to make our cover look cool. Nope—we’ll give it to you straight! “My ’56 Chevy has been in the family since 1980,” explained Glenn Hunter of East Northport, New York and owner of our project car. “Soon after, I took it

over from my Dad and have been hot-rodding with it ever since.” No slouch, this big-bodied bandit has posted a best of 8.02 at over 173 mph in the quarter and in case you get the wrong idea, this is no lightweight. Glenn continued, “The car is a stock steel-bodied, stock floor pan, pro street car with a Fab9 rear, 4-link suspension, chrome

Rotating assembly: Callies Magnum crankshaft with Crower rods and CP pistons, balanced by Merkel Racing Engines in NY. Induction: CURRENT: Fuel Injected with progressive linkage set up for EFI by Andy Star from Hilborn. FUTURE: Pro-Filer Sniper intake with Wilson 123mm throttle body and elbow set up for twin turbos. Power adder: CURRENT: Whipple 8.3 liter screw supercharger driven by 13.9 belt system with a BDS intake manifold. FUTURE: Twin Borg Warner turbochargers with custom header and exhaust. Electronics: Engine management by Big Stuff 3, 16 injector system with flex fuel option. Spark handled by MSD Digital 7 box, MSD coil and crank trigger. Transmission & converter: Turbo400 built by owner using components from CK Performance. Neal Chance Pro Mod bolt-together converter. Rear differential: Fab9 housing with Strange Ultra Case and 40 spline axles. 9.5” ring gear and Strange brake system. Performance: 8.020 @ 173 mph – so far!

www.rpm-mag.com | march 2015

march 2015 | RPM Magazine

THE CHANGE UP

Tara Bowker/Black Rock Photography photo

moly cage, and owner-modified front suspension. The engine is a 555 BBC with CFE 385 heads and 8.3 liter blower managed by a flex fuel 16-injector fuel injection system backed by an owner-built TH400 trans built by me; which I hope will handle the added power once this madness has been completed!” Once it is completed, Hunter will be going on the “hunt” for fellow street/strip guys to

lay down some smack. “After the insanity of converting the engine from supercharged to a non-intercooled (as we’re cooling the charge with E85) twin turbo beast, maybe I can finally beat my friend Tim Harper (Tim’s ’55 was featured in the Dec 2014 issue of RPM) this year at VIR in May…but don’t tell him I said that!” laughed Hunter. Glenn says he’ll be looking for mid-to low

7-second quarter-mile runs and ultra-reliability both on the street and strip. “I want this to make the car super streetable and very reliable,” he added. So stay tuned—the fun has already started and we’ll be sharing some cool photos and firsthand accounts of the trials and tribulations of The Change-Up over the next few issues of RPM.

www.rpm-mag.com | march 2015

story by

Toby Brooks

photos by

Matt Woods

PILOT DATA LOOKIN’ FRESH SQUEEZED Robinson’s cool Camaro features impeccable attention to detail and innovative features nearly everywhere you look. The hugger orange hue is actually a customapplied vinyl wrap. The Yenkoclone graphics add the perfect finishing touch, but they aren’t fooling anyone...this beast is no classic muscle car. It is a high-tech, cutting-edge, purpose-built land rocket.

60 march 2015 | RPM Magazine

sk any scientist and he or she will surely tell you that the key to any quality experiment with dependable results is the effort put in up front to ensure that the data collection process is sound. Trial runs, mistakes, and miscalculations can be sorted out ahead of time to ensure that the finished product can do what it needs to do precisely how it needs to be done. This process, known as pilot testing, is critical to sound scientific discovery. And most of the time it is messy. Across the pond in a well-appointed shop located just outside Basingstroke, England dwells a pilot of a different sort. With well over 30 years of racing and fabrication experience in nearly all forms of motorsports, it is no stretch to say that Andy Robinson is one of the most well-respected and highly experienced fabricators in all

of Great Britain. And unlike that messy pilot data often sorted out by scientists, Robinson’s experiments on his own cars—aimed at building safer, lighter, and faster rides— not only improves subsequent builds for his customers, but it looks downright killer, as well. Case in point is his latest personal creation, this gorgeous 1969 Andy Robinson Race Cars (ARRC) Camaro pro mod. After successfully campaigning a wild 1953 Studebaker for years, Robinson decided it was time for a new challenge. After all, the Stude’ had delivered an impressive three MSA British Drag Racing championships, was a two-time runner-up finish at the FIA European Championships, and had laid down a best of 6.05 at 235 mph. However, Robinson and crew had a whole assortment of wild new ideas swirling in their collective grey matters, and a new car made

sense. Couple that with the availability of a slicker, sleeker, and lighter Cynergy Composites Camaro shell, and the decision to build a new car was done. To start, Robinson constructed a super-lightweight SFI 25.1F spec 4130 chassis. The rear portion of the car consists of a carbon fiber “spine” system that is integral to the body shell, thus making the entire body easily removable for maintenance (Robinson would later use a similar system on Steve Hall’s 1955 Chevy, featured in the March 2014 issue of RPM). The shear plate technology twin frame rail chassis also includes an integral breather system (breathers run in top chassis rails) and a whole host of in-housebuilt and machined components, including fuel and oil tanks, a carbon fiber driver’s seat, SFIspec head padding, a titanium/aluminum steering column, carbon fiber tubs, carbon fiber door

www.rpm-mag.com | march 2015

PILOT DATA AWESOME FROM ANY ANGLE The searing-citrus wrap, huge rear slicks, sinister low stance, and ginormous Kobelco blower and CF injector hat piercing the hood all add up to one incredible looking pro mod machine.

X-panels, and a titanium firewall. Out back, a nearly-indestructible Strange modular Ultra 9-inch rearend that has been fitted with a Tom’s Differentials third member with 10-inch 4.56 gears rides on a custom ARRC 4-link with Penske 8760 shocks and an ARRC wishbone track locator. A Mark Williams HD anti-roll bar helps the hookup and Strange carbon brakes—found on all four corners—provide the whoa after the go. They are assisted by the custom ARRC diff-mounted twin parachute tether and twin shear shock mounts. ARRC wheelie bars in both dual 85-inch and single 95-inch varieties are available for use depending upon track conditions. Up front, a pair of Strange Ultra struts are mounted to the unique

62 march 2015 | RPM Magazine

twin-frame rail design via ARRC spherical bearing adjustable-height top mounts. Custom 4130 A-arms and an ARRC front anti-roll bar further assist in suspension chores, while a Titan steering rack helps point the wild beast in the appropriate direction. The chassis was then fitted with a punishing drivetrain capable of propelling the car into the sub-six second range at nearly 240 mph. To begin, a billet block was fitted with a Bryant crank and JE pistons connected via GRP rods. The 526 ci shortblock was then topped with BAE Stage 6 heads fitted with BAE Stage 5 rocker gear, PAC valve springs, and Victory 1 titanium valves all tucked neatly beneath a pair of fabricated valve covers. Valvetrain commands are ordered up via a Crane cam

www.rpm-mag.com | DECEMBER 2014

WARM â&#x20AC;&#x2122;EM UP Although Robinson and crew dealt with their fair share of new car gremlins after debuting the car for the final race of the 2013 season, the team now has the carbon fiberclad-Chevy-with-a-Hemi fully sorted. To date, the car has clicked the beams to the tune of 5.960 at 239 mph and Robinson is convinced thereâ&#x20AC;&#x2122;s plenty more left to squeeze even more performance from the slick Camaro.

and communicated superiorly through a set of Manton pushrods. A Dan Olson sump keeps the lubricant where it needs to be, while an RCD camdrive system and fuel pump drive spins the high-flow Acceleration Enterprises (AE)-modified Waterman fuel pump. The AE 24-nozzle fuel system relies on an AE-modified Enderle barrel valve, an

Electrimotion 16-channel timer system and 4-stage electronic fuel management system. Topping it off is a massive AE-modified Kobelco K11 14/71 blower spun at 20% over and crowned with a custom carbon fiber injector hat. Lighting the fires for the big Hemi is an MSD Pro Mag 44 that has been coupled with an MSD Pro Mag 44 points box and MSD

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64 march 2015 | RPM Magazine

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PILOT DATA HIGH HORSE HOOK-UP The Kobelco-blown 526 ci powerplant features BAE Hemi heads and pushes out more than 3,000 hp. Getting that power to the track is no small feat, but the big 16x16 double beadlocked rearwheels with equally huge 34.5x17x16 slicks certainly help the cause.

WHEREâ&#x20AC;&#x2122;S THE REST?

continued on page 76

The ARRC chassis features a unique stubbed design at the rear axle thanks to an ultra-lightweight carbon fiber spine that supports the carâ&#x20AC;&#x2122;s body out back, eliminating the weight typically associated with that portion of the chassis. The Strange modular Ultra 9-inch rear rides on Penske shocks and has nearly limitless adjustability thanks to the ARRC 4-link setup.

!!! www.rpm-mag.com | march 2015

See the ARRC crew in action as they prep the Camaro between rounds

dual-stacked Six-shooters controlled by the Electrimotion system. Backing the 3,000-horsepower motor is a tried and true Lenco CS1 3-speed tranny with an AFT twin plate 11-inch clutch. Power is sent rearward via a Mark Williams 7075 propshaft with 1480-series U-joints. The copious amounts of data generated during any particular run is logged by

a Racepak V300SD with RPM sensors at the engine, clutch, and driveshaft, eight EGTs, five pressure sensors (boost, fuel, oil, nozzle, and pan vacuum), front and rear shock travel sensors, and a host of other critical values. A Racepak UDX digital dash provides a high-tech user interface and has been mounted just behind the quick-release Momo steering wheel.

66 march 2015 | RPM Magazine

Wiring in the car is composed of an ARRC silver core wiring loom with a Cartek Power distribution module and switches. The car runs without a battery and features an on-board starter pack connector. One particularly cool feature of the electrical system is the pair of functional â&#x20AC;&#x2122;69 Camaro LED taillights. Outside, some of the

most prominent features of the car are the enormous ARRC funny-car-style true zoomie headers and the sinister looking black and machined wheels. The Camaro rides on 15x3.5-inch Weld V-series wheels fitted with front-runner tires up front and a massive pair of 16x16-inch Weld Alumastar rears shod with 34.5x17x16-inch slicks out back.

The wickedly low stance is further complemented by a screaming orange vinyl wrap and Yenko-clone graphics. After the Cynergy Composites shell was fitted with a custom carbon fiber rear wing, it was finalized and prepped by Bodytone. Alex Wright of Vivid Vinyl meticulously wrapped every panel while Neil Melliard from Prosign added a

PILOT DATA SAME NAME, BUT DIFFERENT

GOT THAT TOO... Racepak dash? Carbon fiber everywhere? Lenco trans? State-of-the-art twin rail SFI-spec chassis? Yes, yes, yes, and yes.

The Torco logo on the side of Robinsonâ&#x20AC;&#x2122;s Camaro is in reference to Robinsonâ&#x20AC;&#x2122;s primary sponsor, a very successful lubricant company out of the UK that has been in business for many years. It is not at all associated with the company by the same name that sponsored countless teams in professional and sportsman drag racing prior to a serious shakeup in the States a few years ago.

ZOOMIE BOOSTERS Typical zoomie headers feature upswept tips, using the exhaust to add downforce and help plant the car to the racing surface. However, the Camaro features unique zoomie tips that point the spent gases rearward, presumably to help propel the car down the track rather than into it. continued on page 76

www.rpm-mag.com | march 2015

Page 68

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IMAGINE REPLACING THIS

PRO MOD 1969 CHEVY CAMARO ANDY ROBINSON RACE CARS (ARRC) Chassis: ARRC SFI 25.1F spec full tube twin-rail shear plate technology chrome moly chassis with integrated carbon fiber rear spine in body. Suspension: FRONT: Custom ARRC 4-link with Penske 8760 shocks and ARRC wishbone track locator. Mark Williams HD anti-roll bar. FRONT: Strange Ultra struts mounted with ARRC spherical bearing adjustable-height top mounts. Custom 4130 A-arms and ARRC front anti-roll bar. Body & wrap: Cynergy Composites all-carbon fiber body prepped by Bodytone. Wrapped in bright orange vinyl by Alex Wright of Vivid Vinyl. Neil Melliard from Prosign custom graphics.

WITH THIS

Engine: 526 ci BAE Hemi. Billet block with BAE Stage 6 heads and Stage 5 rocker gear, PAC valve springs, and Victory 1 titanium valves. Crane cam with Manton pushrods. Dan Olson dry sump oiling system, RCD cam-drive system and fuel pump. Acceleration Enterprises (AE)-modified Waterman fuel pump and AE 24-nozzle fuel system. MSD Pro Mag 44 with MSD Pro Mag 44 points box and MSD dual-stacked six-shooters controlled by Electrimotion control system. Rotating assembly: Bryant crank, JE pistons, and GRP rods. Induction: AE-modified Kobelco K11 14/71 blower spun at 20% overdrive. Custom carbon fiber injector hat. Electronics: Racepak V300SD data logger with Racepak UDX digital dash. Transmission: Lenco CS1 3-speed tranny with an AFT twin plate 11inch clutch. Rear differential: Strange modular Ultra 9-inch , Tom’s Differentials third member with 10-inch 4.56 gears and 40 spline axles. Strange carbon brakes. Performance: 5.968 @ 239.05 mph

Smartwire solves the complexities of wiring today’s race cars. The power control module serves as a central point for all of the vehicle’s electrical components. Circuit breakers, fuses and relays are eliminated and replaced by the Smartwire’s programmable solid state circuitry to reduce wire clutter and weight.

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76 march 2015 | RPM Magazine

number of cool finishing touches via hand-painted graphics and lettering. The end result is stunning. The car was actually completed in time to debut for a race at Santa Pod Raceway in 2013, but bitterly cold temperatures (the temperature gun wouldn’t even register track temp!) coupled with the steep learning curve associated with a new car combined

for a runner-up finish and a relatively slow (by Robinson standards) 6.90 ET. At the next event, the car got loose on one pass—causing Robinson to tap a barrier—and dropped a valve on another. Both the body and engine damage was repaired and hopes were high for the next weekend, the 2014 Summer Nationals. Unfortunately, the car spit a rod in the

burnout box, further complicating the weekend for Robinson and crew. After a mad thrash, the the car was pieced back together before weekend’s end and managed to pull out a 6.44 ET. Over time, those new car demons were steadily exorcised, and Robinson wheeled the citrus-colored Chevy to a 5.96 at 239 mph in 2014, becoming the first

PILOT DATA

www.rpm-mag.com | march 2015

PILOT DATA SPECIAL THANKS

Crew: Luke Robinson, Nick Chandler, Ben Fisher, Mark Balzaretti, Jim Chandler, Jerry Clayton, Martin Dunks, and Stefani Robinson. Webmaster: Bob Roberts Photographer: Matt Woods Also a special thanks to Andy’s wife Kate Robinson and Kate Binks who look after the crew at the racetrack, keeping them fed and watered! Other thanks: Sean Brown for the constant help over the years with all aspects of tuning the car, and also to him and Les Davenport for building us a great fuel system and blower. Camp Stanley for all the great help and advice and also for being a great source of laughter whenever he is around! Eric Davis from Penske Shocks Midwest and Richard Scott from Penske Shocks UK for all the help with the suspension on the car. Huge thank you to ARRC Racing sponsors: Torco Racing Oils, NGK Spark Plugs UK (special thank you to Tim Howes), Nimbus Motorsports (special thank you to Steve Clark), PAC Racing Valve Springs (special thank you to Chris Osborn), Aurora Rod Ends (special thank you to John Mcrory), BMRS Hose and fittings (special thank you to Barry Miller and Wade Brown), Ringspann RCS (special thank you to Gordon Riseley), Hoosier Tire UK, Aerocom Metals, Strange Engineering (special thank you to Tracy Geving), and Weld Racing Wheels

THE MAN. THE MYTH. THE LEGEND. Robinson is not only a wellrespected world-class fabricator, master craftsman, and capable shoe in the cockpit, but he is also a hands-on crew chief and crew member in the pits who isn’t afraid to get his hands dirty. British doorslammer to run under six seconds. Along with better performance came familiarity and better consistency, netting the team their fourth MSA British

78 march 2015 | RPM Magazine

Drag Racing Pro Mod Championship for the season. So what’s next for the big, likeable Brit? Well, for one thing, he has a whole shop full of other top-shelf

projects of all sorts to finish up for his list of eager customers. In the meantime, his wild Camaro provides a rolling billboard and a real-world proving ground for ideas and

innovations that might some day end up on customers’ rides. And that’s some of the coolest and fastest type of pilot data you’re likely to find anywhere.

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

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Exhaust Flow CFM 63 134 198 246 277 301 318 328 337

Tests conducted at 28" of water (pressure). Bore size: 4.600"; exhaust with 2" pipe. To view more airflow charts, go to TrickFlow.com and type the part number you want to see into the Search box and then click “Search.”

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BURNIN’

Chuck Scott

or eons we have become accustomed to water methanol injection on both diesel and gasoline engines. It has been used in boosted racing and street performance primarily, but in the last few years water injection has become increasingly popular for nitrous engines, as well. Although it may seem like someone just recently discovered the advantages of water injection paired with nitrous oxide, the magic combo has been

>>We add water injection from Nitrous Express to Thug’s nitrous small block around longer than most of us. If you get a chance, search “Memorandum Report E5F26.” Way back in June of 1945, the NACA (before it was NASA) released a wartime report detailing their testing of “nitrous oxide supercharging of an aircraft-engine cylinder.” The report was written by Max J. Tauschek, Lester C. Corrington, and Merle C. Huppert. If you take the time to read the 70-year old document, you’ll find that Max, Lester, and

Merle were some pretty sharp dudes. They found a benefit of lower cylinder head temperatures with the use of water methanol injection on their nitrous-injected test engine. They called it “internal cooling.” Fast forward about 65 years and racers started to realize those same benefits to our nitrous injected race engines. Using water or a water/methanol mix can really help prolong the fatigue life on the parts that come in contact with the engine’s

combustion. Water can also slow the burn rate, allowing a more aggressive tune with more ignition advance. Who can benefit from a little steam action? Everybody from Pro Mods to daily driven nitrous rides can reap the rewards of a well designed and metered water injection system. Of course, heavier nitrous users will see more improvements in performance when paired with a compensated tune, but what

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RPM PROJECT CAR 1

1: We opted for the traditional reservoir and pump setup over the new style system from Nitrous Express that uses nitrous pressure to deliver the water to the nozzles. Our kit included a low water warning indicator switch that mounts in the side of the reservoir. We used a stepped drill bit to make a hole to install the switch.

2: We put a bead of the included sealant around the push-in grommet and then everything just pops into the properly sized hole we drilled. We also screwed in the bottom mounted push-lock hose fitting and plastic reducer. All the threads get a little sealant to prevent leaks.

3: We decided a good spot to mount the tank and pump would be right behind the passenger seat. Keep in mind ease of filling the tank when picking a mounting location. You wouldnâ&#x20AC;&#x2122;t want to mount it anywhere that a jug wonâ&#x20AC;&#x2122;t pour easily. A simple aluminum bracket was cut out from some scrap and mounted to the roll cage. A smaller plate was added to the subframe connector below for the pump.

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march 2015 | RPM Magazine

5: The pump is simply wired so that it will come on whenever the nitrous is spraying. We decided to parallel the water solenoids up front off the Nitrous Express Maximizer 4 progressive nitrous controller. The water solenoids will be pulsed the same as the nitrous solenoid to ramp it in during a pass.

4: The water supply line was run under the seat, through the console, under the dash, and through the firewall.

6: We installed a blue low water warning light in the old HVAC vents along side the existing red low oil pressure warning light.

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about the guy with a small kit in his driver? A little water can give you a little wiggle room on the tune and octane requirements, so yes, even street driven cars can benefit. We decided our Ultra Street bound project 4 Lug Thug could definitely use a water meth kit, so we called up Mike Abney at Nitrous Express. Nitrous Express makes single or dual nozzle kits that mount

the nozzles in a carb spacer plate for simple bolt on installation, and even some nitrous plates can be drilled and tapped for the nozzles. We decided to go with an 8-nozzle direct port kit for better distribution and more tunabilty. The Nitrous Express kit comes complete with everything you would need to start burnin’ water except for mount-

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RPM PROJECT CAR 7: The water nozzle uses the same distribution blocks as Nitrous Express’ nitrous nozzles, except push-lock fittings are included in place of the hard line compression fittings. We screwed in all the fittings with a little Teflon paste on the threads along with the NX water solenoids.

8: Another piece of scrap aluminum angle stock makes a nice mounting bracket for the solenoids and distribution blocks. We can mount this assembly to the firewall, then route the water lines to each nozzle on the intake manifold. The solenoids prevent the engine vacuum from siphoning water from the reservoir while the system is off and allows us to use our progressive controller to ramp in the water. You can also progress the water injection by controlling voltage or pulsing the pump itself. NX has other complete systems with dedicated digital controllers available.

march 2015 | RPM Magazine

9: Back when we installed our Nitrous Express direct port system, we put our bungs a little low of center on the shorter inside intake runners. That’s kinda like when the jerk at the big box store parks straddling the line between two parking spaces. Since we didn’t want to pull the manifold to weld up the nozzle holes and drill and tap new holes to make room for both set of nozzles, we opted to remove the direct port system for now and use the holes for the water nozzles. For most nitrous nozzles this wouldn’t work out, but the big flowing NX Shark nozzles use a 1/8-inch NPT hole instead of the typical little 1/16”-inch NPT. We will redo the manifold later to make room for everything, maybe even some fuel injection bungs. A shop vac pulling from each runner and a rag stuffed below the fogger nozzle, will prevent any debris from falling into the motor like thread sealer or any aluminum that could be pulled out with the threads.

10: Our manifold has short bungs welded to add thickness for the nitrous nozzles so we will have to bury the water nozzles in deeper to make sure the mist isn’t shrouded by the manifold inside. To do this, a cheap wrench is ground thin and bent appropriately for the job.

11: A look inside the intake manifold runner shows our nozzle depth came out perfect. The nozzle should just peek through the manifold for best results. It’s deep enough to not be shrouded by the hole, but not too deep that it would disturb air flow.

12: With our nozzles installed, all the hose is routed underneath through the intake valley from the firewall mounted distribution blocks to each runner’s nozzle. With this routing method, the droop in the hose will keep residual water in the lines from dripping into the motor when it’s not running.

BELOW: Nitrous Express offers another way to inject water or water/methanol in your nitrous engine. This is Tom Olson’s NX water fogger in his X275 Camaro. Tom’s setup uses a repurposed 5 lb. nitrous bottle that is filled with water and pressurized by the big nitrous bottle. This method doesn’t require a pump and can run higher pressure than possible with the electric pump. Higher pressure means you can use smaller nozzles to get the needed volume with a finer mist. The pumpless system also provides an adjustable regulator to fine tune the amount of water delivered to the engine. Olson’s eight water injection nozzles are installed in the upper plenum of his sheet metal manifold on the nasty small block Chevy. Olson, owner of T&T Racing Engines in Gurnee, Ill., claims he picked up 3 mph after adding the system due to the additional timing he can now get away with. He also says another big benefit he’s found since adding the system to his Nitrous EFI combo is increased piston ring life. Although he used to freshen his motor three times a year, now he can go all season with no loss in performance.

ing brackets. NX has several solenoid brackets available for different applications as well as some basic universal brackets and some pretty nice ones that go under your carb or throttle body. We chose to make our brackets with some scrap aluminum to fit our custom install. It’s always best to call Nitrous Express before ordering your kit to discuss your specific application and get the recommended nozzle sizes.

SOURCE Nitrous Express www.nitrousexpress.com 888.463.2781

Dominic Donato photo

www.rpm-mag.com | march 2015

RPM TECH

TRICK OUT story and photos by

Toby Brooks 1: The conversion kit we ordered from Little Shop Manufacturing came complete with everything we needed to swap our factory drums over to better performing and better looking discs, including CNC-cut steel mounting brackets, calipers, pads, rotors, and all hardware. Detailed instructions are available online.

YOUR TRUCK BRAKE UPGRADE

>> We swap out the leaky and lousy factory drums on our GMC

f you have been following along in our ongoing Trick Out Your Truck series, we have installed a number of aesthetic and performance upgrades to a couple of trucks around the shop. Make no mistake, looking good and running good are critical to anything

march 2015 | RPM Magazine

shop hauler with a cool kit from Little Shop Manufacturing on wheels. However, effective stopping isn’t just a “nice to have” feature. Its a must. That said, one of our shop haulers (and daily driver) has that classic ’90s sport truck vibe, complete with an oldschool static drop with 17-inch billet wheels and some hand-painted and

airbrushed graphics. Unfortunately, it wasn’t the old-school styling that was drawing attention. It was our brakes. We’ll be brutally honest here: the factory rear drums on our 1998 GMC were barely adequate from the factory. The big clunky shoes not only look lame behind

a nice wheel and tire, just a little wear and they notoriously sound like a mortally wounded animal as you feather the pedal and ease in to pick up the kids from school. Making matters worse, one of the cylinders on our ride had developed a leak.One rather periolous trip

2: The look after the swap is dramatically better, and stopping distance was signifantly reduced, too.

with a nearly-dead pedal later, we knew it was time for a fix. Rather than waste the time and money it would take to put it back to stock, we thought maybe we would check into a rear disc brake conversion. After all, these trucks were plentiful and at one time incredibly well-supported

3: After jacking the truck up and securing the frame with stands, we pulled the rear wheels and factory drums. The mystery of the vanishing brake fluid was quickly solved, as the passenger side wheel cylinder was shot. No worries, as it was headed to the dumpster.

4: After removing the cylinder, we unbolted the backing plate. If you are feeling energetic, you can pull the axle in order to remove it, or you can cut it off. We whipped out our Miller Spectrum 375 plasma cutter and had it off in about 30 seconds.

5: Within just a few minutes, we had the passenger side off and ready for install. The hardest part was getting the factory drum off. Once it was off, it was unbolting, cutting, and tossing in the trash. in the aftermarket accessory world. Between an aftermarket kit or a possible junkyard swap, we thought this was a great opportunity to enhance looks and performance. We were right. We shopped for a turn-key kit for our application, and the first one we found thanks to

our trusty Google machine was offered by Tennessee-based Little Shop Manufacturing. Little Shop has been in business for years and owner Eric Saliba is a true enthusiast and renowned fabricator. Most notably, his business (adopting the name given by his sister of the family garage back when the aspiring 17-year old started hacking up his friends’ mini trucks—“Eric’s Little Shop of Horrors”) has flourished through not only shop

6: The sturdy, CNC precisioncut caliper brackets went on next. They utilize the factory holes and attach via supplied bolts, washers, and locknuts.

builds but also a wide assortment of parts and custom-fabbed components. After visiting the Little Shop website (www. littleshopmfg.com) and browsing through the nine different base kits available, we sent Eric a message and got one of their complete 1988-1998 Chevy/GMC kits with e-brake calipers and stainless lines ($606) on the way. A non-e-brake kit with standard brake lines is also available for just $389.

7: The inner diameter of the supplied rotors was ever-soslightly smaller than the wheel mounting flange on the axle. A quick dress-down with the ol’ angle grinder and problem solved.

www.rpm-mag.com | march 2015

RPM TECH 8

8: With the rotor in place, we finger tightened a couple of lug nuts in place to prepare the caliper for mounting. We tried our best to be tidy, but still got brake fluid all over ourselves.

9: We opted for the upgraded stainless lines. They are D.O.T. approved , look great, and give a firmer pedal feel than stock rubber lines.

10: After completing the install on both sides, we connected the stainless lines with the supplied banjo nuts and crush washers for a leak-free seal. We then used Summit Racing’s cool Reverse Brake and Clutch Bleeder and new Lucas Oil synthetic DOT 3 fluid to bleed the brakes. Using this tool, it is possible to safely and effectively bleed your brakes without bugging a friend or spouse or ever yelling the words “pump it now...okay stop!” The kit arrived and we promptly dug in. After about three hours total, we were done and ready for cruising. It was just that easy. After we finished the straightforward conversion,

11: The new setup looks great, performs great, and unlike the old factory drums, doesn’t make a sound when rolling into an intersection. No more wounded whale cries when we hit the binders!

march 2015 | RPM Magazine

we took it for a spin. Not only did the rear discs now match and look of our factory front discs, but they look way better behind our brushed billet wheels, too. Pedal feel was dramatically enhanced.

All in all, we were pleasantly surprised at the ease of installation. If you are in the market for a swap, we’d highly reccommend the Little Shop kit. Happy stopping!

SOURCES Little Shop Manufacturing www.littleshopmfg.com info@littleshopmfg.com

Summit Racing Equipment www.summitracing.com 800.230.3030

RPM EXCLUSIVES

THEY’RE

Back... AND Better

story and photos by

Tabitha Sizemore

ntering into its third season back in the street car drag race scene, the Outlaw Street Car Association—or OSCA for short— is making its presence well known. After a long dormant period where the former glory days of the organization had become little more than fading

THAN EVER!

>>The revitalized Outlaw Street Car Association guns for a banner 2015 season

memories, the OSCA is making a comeback, bigger and better than ever. With new classes, new tracks, and new racers, the excitement is building as the second season goes into the record books and the opening day of the 2015 season closes in day by day. Off-season chatter is increasing and the antici-

pation for the best year yet is at an all-time high. But, before we get too far ahead of ourselves and carried away with the eagerness, a little history lesson of the series is in order. Back in the early 1990s, the Outlaw Street Car Association was a popular racing group that began its

origins in Indiana. From The Hoosier State, the OSCA made a swing to Kentucky in 2000 as well as a change in ownership and continued on for the next few years. Due to some unfortunate circumstances, its reign ended and the series went sedentary. Several popular racing notables made the OSCA

STANDING NOVATION Jeramie Mattingly reaches for the sky in his ’72 Nova, giving photographers a fantastic photo-op!

www.rpm-mag.com | march 2015

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THEY’RE BACK their stomping ground in its earlier splendor, and now they can be seen racing in other well-known organizations to this day. Other than these few familiar faces, the OSCA dwindled away to tales and faint accounts of a once-booming organization. Fast forward to 2013 and enter stage right: Jason Lancaster. Jason and a few committed friends went on a mission to rejuvenate the Outlaw Street Car Association, determined for the series to rise up out

all remembered. My goals with bringing the series back are fairly simple: combine great racing venues with a fair set of rules and make it a racer’s organization.” A pillar of the reborn OSCA, John Sanders, recalls the beginning of the inaugural season, “looking back now, what was an idea from Jason turned into a completely revamped series, it is just quite amazing. Jason from the start had a vision. I honestly didn’t think the ball would have gotten

of its remnants and once again come back into the limelight. Lancaster shared, “after a horribly low car count one night at a local race, myself and some other racers decided to put the OSCA back together. We’ll get the guys back together that use to race with the series, get to some different tracks, and bring back the excitement that we

rolling as fast as it did on this deal, but things just started coming together: boom, boom, boom. And there we were, ready to go. His work ethic set the tone for the success throughout the first year.” The new OSCA is thriving, better than ever and the huge achievement has been overwhelming to say the least.” Lancaster

NO NOSE ROHE Gary Rohe getting a tow through the pits at Beech Bend Raceway at the 2014 OSCA Finals.

NEVER TOO YOUNG

Carson Yonts, son of Bryan Yonts, checks out his dadâ&#x20AC;&#x2122;s ride to make sure all is good to go!

STAGED, NOT ENGAGED Audri McGrane gets lined up with the help of her husband, Jason, in the True Street class at the 2014 OSCA Finals at Beech Bend Raceway.

www.rpm-mag.com | march 2015

THEY’RE BACK

SMOKING SECTION John Warren and his well-known Nova, The Nuclear Banana, lighting the hides as the sun sets in The Bluegrass State. beamed with excitement as he delighted on the rebounds of the OSCA. “I am extremely proud of the revival of the Outlaw Street Car Association, and I have surrounded myself with a great group of people to make it happen: my wife—Amanda Lancaster, my kids—Jasmine and Dylan, my right hand man, John Sanders, Tabitha and Bill Sizemore, Kelly Burns, Kim Fuqua, Mary Schneider, Matt McCullough, Garrett Morgan, Cameron Shireman, and so many others. This has become

march 2015 | RPM Magazine

one of the fastest growing heads-up series in the Midwest and without our awesome and classy racers and our great, loyal sponsors, the successful resurrection of the OSCA would not have been possible. The third season is going to add several new features to the series and it will grow even more!” Sanders proclaimed, “The first couple of years we made waves and established some momentum. Next year we are going to continue making noise and leave a bigger footprint on

FURIOUS FOURTH GEN James Gillen in the burnout box, on his way to an appearance in the winner’s circle for the October Finals.

PICK YOUR PONY Turbo versus nitrous, as John Pryor (red Mustang) and Tim Knieriem (black Mustang) roll out of their burnouts at London Dragway in 2013. Pryor went on to win the True Street class that evening. the racing landscape. Our pursuit will not end, and we truly think we can show any sponsor the OSCA is for real and a series to be associated with.” John Pryor, a former racer of the series during its earlier years, has now returned to the series after its rebirth. His enthusiasm of the Association and its

growth over a few short years is whole-hearted. “I raced the OSCA the last year it was around, back when Kevin Thornsberry owned it. At that time I raced in Mild Street— the 26x8.5 tire class. It was similar to the Nostalgia Street Class now. Currently I race the True Street class, where I placed third in points

www.rpm-mag.com | march 2015

THEY’RE BACK

BOOSTED AT BEECH BEND Nathan Stinson’s super-sexy and meanlooking Nova resting up between rounds as the night closes in at Beech Bend Raceway.

in 2013 and won the points championship in 2014. Jason Lancaster has done a great job bringing back the OSCA. I believe one of Jason’s mottos is that this is the racers’ organization. He thrives on getting us the best surfaces and track facilities around within a reasonable distance. He has done an amazing job at getting sponsors and great payouts for every class. The first year back was a little struggle with car count, as

any business struggles at first. Last year was awesome with some great turnouts and tight racing. I expect in 2015 the series will continue to grow even more. There is always a lot of activity on the website with new people building new combos for the series.” With his nitrous powered ’67 Camaro, John Phillips of Gosport, Indiana drove his way to runner-up in Pro Street points for 2014. “I

march 2015 | RPM Magazine

have really enjoyed racing with the OSCA. Jason has done a really good job keeping the rules in check and trying to keep a level playing field. I’m really looking forward to the 2015 season as I think this season will be even more competitive than last. Several guys are stepping up their programs and there are some new guys racing this season that are going to be really be tough to beat.”

In 2014, the series visited Lyons Raceway Park in Indiana, then ventured south to Beech Bend Raceway in Bowling Green, Kentucky. OSCA followed those stops up with events at Music City Raceway in Goodlettsville, Tennessee (just outside Nashville), then went back to Paducah, Kentucky for a romp at Beacon Dragway. Late in the month of August, under central Kentucky fall skies and with a crisp

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breeze in the air, the OSCA went full circle and returned to US 60 Dragway, once a home track for the group back in the day. The series boasts a roster of classes for any level of contender. Whether a grassroots racer or a high-end big roller, Lancaster and crew have made sure to pledge a place for everyone; racers and

fans alike. From Pro Street to True Street, Nostalgia True Street, to Index classes and Open Comp. Get in where you fit in: big tire or small tire, naturally aspirated, boosted, or put it on a shot of juice. James Gillen from Indiana had only planned on attending one race last season with the OSCA. Instead, Gillen piloted his â&#x20AC;&#x2122;93

START

DEWEY LOVE RACINâ&#x20AC;&#x2122;? YES, WE DEW! Dewey Bastin wheeling his 1968 Emerald Green Metallic Camaro at the July 2014 OSCA meet.

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THEY’RE BACK Camaro through the whole season. “I had a blast racing last season. It was my first year racing competitively and I had only planned on attending one race. The OSCA proved to be a great series to race in and I ended up at every race!” Gillen placed second in points with his 418 cubic inch nitrous fed Chevy in the Nostalgia True Street class; a fast growing class

in the series. “2015 for Nostalgia True Street is going to be very exciting! There are a lot of new cars being built this season.” exclaims James. As spring draws near, the folks behind the Outlaw Street Car Association plan on continuing to grow the organization and keeping the ball rolling with momentum that has unfolded upon the

GIDDYUP Jackie Smith, Jr. goes wheelsup in his nitrous-fed Mustang. Jackie was the 2014 Nostalgia Street Points Champ.

VAPORIZE YOU Heath Hisle purges the nitrous, as he and Mike Hupp prepare to battle it out at Lyons Raceway Park for the winner’s spot in Pro Street. group. “We have an experience that isn’t like any other racing organization,” says Sanders. “We are not a big business, we do not hide behind a logo. We are just a couple of guys, we are just like you. We have something great here and have a group of racers that want to race and have fun. An OSCA racer is someone that is up to race, anytime, anywhere, just to race. We aren’t looking for anything. In the end, we are

just some guys and gals that got together and like going fast.” And there you have it folks. The OSCA: The Racer’s Organization. Coming to you, bigger and better than ever in 2015. For more info and to keep up to date with The Outlaw Street Car Association, check out their forum where you can find all the news, rules, schedules, and other helpful items: www.outlawstreetcars.com.

THE MAN IN BLACK Jeff Glover, waiting patiently in the staging lanes at London Dragway. Glover landed the 2014 Pro Street Points Championship.

march 2015 | RPM Magazine

www.rpm-mag.com | march 2015

RPM PROJECT CAR

ENGINE MOCK UP >>Mocking up the engine in our third gen Camaro Project: Part 2 by

Blake Robinson

used to think that motor plates were not a necessity on cars with moderate-horsepower engines, but that was before I found out firsthand just how flexible cast iron blocks really are. Now don’t get me wrong— I’m not saying that every case is the same and since it happened to me, it will happen to you. But I will tell you that the cost of a motor and mid plate is far less than the costs associated with replacing a block and everything that might be damaged along with it. After years of abuse on a little 355 SBC with a baby shot of juice (125hp), I found myself scratch-

ing my head in the pits as to why I opted for solid motor mounts over a motor plate. All seemed to be going great that day until I released my trans-brake button and all hell broke loose. We found that our trusty SBC had the side wall of the block pulled so hard that it had split. After taking the block to a local machine shop, they confirmed that after years of abuse, the block distortion caused by the mounts had taken its final toll. I have been loyal to motor and mid-plate installations ever since. The motor plate that we are installing in our Project Back On Track Camaro comes from Chris Alston’s Chassisworks. It is designed to bolt between the

march 2015 | RPM Magazine

water pump and the engine block and will make installation and removal of the engine easier. Its one-piece design allows it to strengthen the front of the chassis, as well. Material is ¼-inch thick 6061-T6 aluminum, and it is computer-machined to accurately match the engine. Benefits of using a motor plate are endless, but here are the key reasons we are making the choice to go with one: 1. As I said, I personally learned my lesson on block fatigue. 2. The plate allows us to align the drive line up correctly, (up & down, front to back, and side to side for our application). 3. The engine can be left in place

even if repairs need to be made on our K-member. 4. The K-member can be removed to allow us to drop the oil pan. 5. By removing the side mounts, we gain clearance for our headers. So unless you have a specific reason to not use a motor plate, I would take advantage of its added benefits. We started off by installing our mock up engine between our frame rails. We checked our alignment and found that a factory transmission cross member would work, but we needed a mounting bracket for a glide. One call to UMI Performance and we were on our way.

1: Once all the cutting and trimming was finished, the motor plate was in its final resting place. Follow along as we show you how.

2: The UMI Performance crossmember is a great upgrade and we would highly recommend it over the factory piece in any build.

3: This performance polyurethane transmission mount will give us a safety net if we experience any chassis flex that could otherwise cause damage to our transmission.

The factory transmission crossmember was designed for the installation of a TH350 or T5 transmission into an 82-92 third generation F-body. Our new crossmember (part #2220) offers two sets of mounting slots allowing it to be used with a number of applications, saving time and money for future transmission swaps. Itâ&#x20AC;&#x2122;s built using 0.120-inch rectangular tubing, 0.188-inch mild steel mounting plates and a 0.375-

inch thick transmission mount. The crossmember comes in powder coated gloss black, includes new mounting hardware and utilizes factory crossmember holes for a no-drill installation. One thing to note is when checking the alignment for your drivetrain, be sure that the rear end is at its proper ride height. We installed a new polyurethane transmission mount on the Powerglide and secured it to the

4: We used a tall jack stand (some people call them pole jacks or screw jacks) to help simulate the rear end ride height during the alignment check for the mock up.

www.rpm-mag.com | march 2015

RPM PROJECT CAR 5

5: The extra set of holes offered on the cross member gave us the option of moving the engine further back or leaving it in its stock location.

crossmember. The polyurethane material assures long-lasting performanceâ&#x20AC;&#x201D;it is soft enough for street use, yet strong enough for racing or off-road. We think of this as a little added safety factor over allowing the transmission to take on any unnecessary stress. With the mock up engine now in position, Buddy started to transfer our cut lines to the motor

100

6: We installed the headers to double check our side-to-side clearance before marking cut lines on the motor plate.

plate. After cutting the plate to allow it to fit between the frame rails, we had the proper alignment on the side-to-side positioning we were looking for. Measurements were then taken to achieve the height we wanted. These measurements and final alignments are critical to getting the desired angle for the drive shaft to the rear end.

march 2015 | RPM Magazine

Before moving forward, tabs for the motor plate were made out of angle iron and predrilled for mounting bolts. These tabs would be welded on after we double checked the clearance for the turbo. We also checked the positioning of our mid-plate at this time to make sure we were not setting ourselves up for any future roadblocks.

7: The driver side header clearance was not only checked for the frame, but we needed to get a visual on steering shaft room as well.

The mid-plate used is also from Chris Alstonâ&#x20AC;&#x2122;s Chassisworks (part #6027). This steel mid-plate is designed to bolt between the engine block and the bell housing. It is sculpted to fit the firewall of production cars and bolts onto the frame rails by fabricating your own mounts. The plate is .100-

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Designed for high horsepower, blown alcohol BBC engines. Ideal for use in Top Dragster and Top Sportsman engines

• Vertical gas ports • Designed with large pin boss span and extra clearance to accept aluminum rods • Designed with 3/16″ oil rings for improved oil control (critical in nitrous engines) • Intake valve relief edge has been machined to remove thin outside area, reducing hot spots and likelihood of preignition • Utilizes JE Pro Seal Hardened Nitrous Series .043″, .43″, 3/16″ ring package

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351 / 355 Nomex® & Suede Gloves • Exceeds SFI 3.3/1 or 3.3/5 Ratings • Single Layer or Double Layer Nomex® Knit Construction • Hook and Loop Adjuster Strap • High Grip Suede Leather Reinforced Palm • Colors are Black, Red and Blue w/ Grey or Black Suede • Soft, Supple and Comfortable • Stocked in Kids Sizes & Adult XS - 3XL

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RPM PROJECT CAR 8

8: The mid-plate template can be seen from the back of the driverâ&#x20AC;&#x2122;s side here. The cardboard will allow us to trim it to fit perfectly.

inch thick steel and is laser cut to fit small block Chevrolet engines. By using this plate in conjunction with our motor plate, we will provide a solid connection between the transmission and the chassis to help eliminate torsional chassis stress, block twisting, and broken transmission cases. An

9: The mid-plate clearance on the passenger side will be minimal as seen here.

added bonus to using this plate is that it will support the rear of the engine during transmission removal and installs. A VERY important heads-up though: if you are converting to a mid-plate and plan on using your existing torque converter, be sure to ask your builder about adding

10: With the front-to-back and side-to-side clearances all being adequate, Buddy began trimming the motor plate to size.

a spacer/washer the same thickness as your plate between the converter pads and the flex plate. Be sure to check that your converter snout is still engaging into the mating bore of the crankshaft if you choose this method. If you are doing a new build, let your builder know about the mid-plate

so he can add the additional length to the mounting pads and snout. We checked on the mid-plate template and were satisfied with the amount of material we had to work with on both sides. It appears that we have found the best location for the engine, but with

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

$84995 www.rpm-mag.com | march 2015

103

12: After cleaning up the fabricated block adapters, the 12-point mounting bolts were installed.

13 11: Using a large cut off wheel on a grinder, Buddy rough-cut the notch out for the intake manifold.

13: The Be Cool radiator will not only outperform a stock style radiator, it looks like it belongs in a race car, too.

the amount of components we had to add into such a tight space, taking more measurements was a must to prevent any future rework. Once we established the minimum amount of space needed for the turbo, it was on

to the radiator. The radiator that we are using is from Be Cool. Be Cool, Inc. was founded in 1998 by Roger Rosebush when he identified the need for better cooling in his 1969 Camaro Z/28. Since that time, Be Cool has grown into an

industry leader in cooling for specialty vehicles. Our performance grade dual one-inch core, natural finish radiator came with a medium-profile fan, brackets, and a natural finish billet radiator cap. It is known as a universal

14: The ZP20 remote water pump is small and compact, but it will allow us to mount it where we want, and flow more than enough water to keep our turboâ&#x20AC;&#x2122;d SBC cool.

fit radiator, so we will still have to fabricate and install a crossmember to our modified front end for support and mounting. Before the above task can be completed, additional clearance up front will be needed for our remote water pump set

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march 2015 | RPM Magazine

RPM PROJECT CAR up. We are using a model ZP20 remote water pump from Zeke’s Engineering. Since 2000, Zeke’s Engineering has provided quality mechanical engineering design and analysis services for the offroad and automotive industry, with their passion being drag racing. Our ZP20 is capable of flowing 20 gpm at 12 volts and only draws around 6 amps. 20 gpm is enough flow to keep a V8 cool during a run down the drag strip

and once the car is back in the pits, this pump can cool it down in just minutes to be ready for the next round. For comparison purposes, a typical garden hose flows about 5 to 10 gpm. Now that our measurements have been completed, join us next time as we finish installing these goodies and start fabricating the turbo mounting and hot side of the system...as we continue to get our third gen Camaro project Back on Track!

SOURCES Chris Alston’s Chassisworks www.cachassisworks.com 888.388.0297

Be Cool www.becool.com 800.691.2667

UMI Perfromanceg www.umiperformance.com 814.343.6315

Zeke’s Engineering www.zekesengineering.com 208.863.8503

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RPM PROJECT CAR

THE BOSS IS IN PART 14:

>>Jon Kaase Racing Engines and The Supercharger Store fire up our twin ProCharged Boss Nine powerplant story by Toby Brooks

photos by Cliff Moore, Donald Williams, Bobby Starcher, and Jerry Gary, Jr.

1: The big double-blown Ford threw down nearly 1,400 hp on Kaase’s dyno on pump gas and without the assistance of the two-stage NOS system.

irst ever. Only one in the world. Never been done before. Whenever someone starts throwing descriptors like that around, particularly when discussing all things automotive, you can count on two things: 1). it is probably going to take you twice as long as you thought it would, and 2.) it is probably going to cost you triple or quadruple what you budgeted. After nearly a year start-tofinish and a budget that was blown so long ago that we have literally stopped keeping track we can say two other things with absolute certainty: 1.) our 529 ci Jon Kaase Racing Engines Boss Nine is now officially running, and 2.) it is one nasty piece of propulsion. Before we get too caught up in the numbers, let’s recap a bit just in case you’re coming aboard our Project aPocalypSe pro street Mustang build midstream. First, we tapped legendary engine shop Jon Kaase Racing Engines (JKRE) to complete the assembly and

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testing. JKRE started with a C&C MotorSports aluminum 4.500 bore/10.320 deck height big block Ford block. It was fitted with MAHLE Clevite custom Calico coated cam and main bearings before a Callies Magnum 4.150 stroke crank and 6.700 Ultra connecting rods were installed along with 9.0:1 Diamond Pistons. Trend wrist pins and pushrods were utilized, and a custom-ground COMP hydraulic roller cam was used. A Kaase high volume oil pump was employed, driven by a Milodon moly drive shaft and covered with a Milodon deep sump pan with windage tray. ARP fasteners wrapped up the shortblock. Next, a pair of fully assembled Kaase Boss Nine heads were torqued into place, including stainless valves and W.W. Engineering full roller rockers. A pair of ginormous Moroso fabricated sheetmetal valve covers provide all the visual evidence you need to know this is no typical big block.

THROW DOWN: See the big Boss on the dyno at Kaase’s by pointing your phone here!

SPECIAL DELIVERY Virginia Rod Company’s Donald Williams road-tripped along with buddy Tony Adkins all the way down from Hampton Roads to the Atlanta area to take delivery of our new mill so that it could be fit in our new chassis. Seen here, Williams (left) and JKRE founder Jon Kaase (right) finish loading up. Williams and his dad were once competitive engine builders and competed against Kaase in the early days of the Engine Masters Challenge. With the heads in place, a heavily massaged Weinle sheetmetal tunnel ram intake finished off by Metalcrafters of Monmouth was added next, complete with 160-pound TRE injectors fed through FAST billet fuel rails and an incredible FAST XFI 2.0 system with traction control and data logging (look for more on tuning and tweaking this system once we finish the build).

With the intake bolted down, a pair of 90 mm Accufab throttle bodies were then mounted up, both force fed through some temporary charge tubes connected to the twin ProCharger F1C head units. The superchargers are mounted to the face of the block and crank-spun by a custom Supercharger Store gear drive. We ran into some small problems on the

dyno stand that have already been addressed at Virginia Rod Company regarding the motor plate. Typically, for street engines, JKRE prefers to install all engine-driven accessories in order to get real-world results. Unfortunately, we were unable to install the March Performance StyleTrack serpentine system and Tuff Stuff Performance accessories

due to clearance issues. VRC’s Bobby Starcher has already fixed the problem, but we weren’t able to get it addressed in the dyno cell. After completing the long block, JKRE got the engine going sans-superchargers in order to adjust the timing and generally sort the bugs before pouring on the boost. Naturally aspirated, the low compression mill produced

nearly 800 hp. However, we were most excited to see what the free-flowing beast could do with a little forced induction shoved down its throat. Supercharger Store co-owner and all-around supercharger expert Terry Woods made the trek to JKRE in Georgia from his shop in Arizona for the pulls. Woods was most keenly interested in the performance of the his

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107

Features

TSV Technology

We started from a clean sheet to create the most efficient, most advanced supercharger ever created for GM LS engines. Our revolutionary new intercooler design delivers more power than the competition run-after-run, regardless of how hot it is outside. With factory-like drivability, a bypass valve for enhanced fuel economy, and OEM-level fit and finish that looks great under the hood, Magnuson's Heartbeat is true horsepower without compromise.

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march 2015 | RPM Magazine

water injection system, intended to reduce charge temps without the need for an intercooler while reducing the risk of detonation and making four-digit horsepower on low-octane pump gas no sweat. Our Supercharger Store gear drive features a changable gearset that can adjust boost depending on the needs for the application. The 1.4 gearset used in all pulls spins the ProChargers to approximately 50,000 RPM and resulted in nearly 16 pounds of boost. The 1.8 gearset we also have, typically reserved for strip duty, should result in easily over 20 pounds. With a couple of trial runs out of the way and some ignition issues sorted out, it was time to pour the coals to the fresh mill and see what it was capable of. Horsepower was still climbing at 1,369.1 at 6700 RPM when the pull was cut off. Peak torque topped out just prior, registering 1,086.4 lb-ft at 6600 RPM. Given the astronomical numbers seen by less expensive powerplants, particularly high-winding twin-turbo mills, it may seem to an uncritical eye that our engine under-performed. However, we have ample evidence to believe that there is plenty more power available with some tweaking. First,

Moore and his crew aknowledged that they were wrestling with some distribution issues in the intake. That was to be expected, as we specified an additional gusset in the upper plenum lid to enhance durability and minimize oil-canning due to the supercharger system, knowing full well that it would cost some horsepower. Secondly, we are likely leaving power on the table due to our fuel injection design. Increasingly, high horsepower builds are going to dual and even triple (see this month’s “Beyond Sick” feature for proof positive) injector setups and all-billet intake designs in order to maximize fuel delivery. Lastly, the versatility and flexibility of both the XFI 2.0 and the MSD Power Grid systems is incredible. There is undoubtedly additional power to be unlocked through further tuning and testing. Furthermore, let’s not forget we also have an additional 12-port Nitrous Oxide Systems two-stage fogger system to install and test. Although multiple power adders quickly reach a point of diminishing returns, staying with the high tech theme, the extremely versatile NOS Launcher multi-stage digital controller we will eventually install will most certainly be

RPM PROJECT CAR

GETTINâ&#x20AC;&#x2122; DOWN TO BUSINESS With the enormous engine finally mocked in place in the chassis on the jig at VRC, master fabricator Bobby Starcher and TIG artist Donald Williams can finally start fabbing up what will undoubtedly be a cramped front suspension and hopefully get us rolling by next month.

THE RESULTS ARE IN... The big Boss was still climbing when this best pull was shut down. Considering this was our conservative setup running on 90-octane pump gas, we are fully confident that this combination is good for over 1,400 hp or more.

(800) 208-1755

Meziere.com

Crafted in the U.S.A.

www.rpm-mag.com | march 2015

109

RPM PROJECT CAR of benefit in unlocking even more power. So despite a few self-appointed social media experts who were critical of our early results, we couldn’t be happier with the look, the sound, and the performance of our big bad Ford.

With yet another hurdle cleared, it is onward and upward as the crew at VRC attempts to massage that monstrous mill into the cozy confines of a late model Mustang. Keep tuning in... it’s just starting to get good!

SOURCES

PARTS & SERVICES

AccuFab

March Performance

ARP Fasteners

Metalcrafters

Best Metal Polishing

Milodon, Inc.

www.accufabracing.com 909.930.1751 www.arp-bolts.com 800.826.3045 www.bestmetalpolishingllc.com 770.921.7445

Calico Coatings

www.calicocoatings.com 888.236.6079

Callies Performance www.callies.com 419.435.2711

Cometic Gaskets www.cometic.com 800.752.9850

COMP Cams

www.compcams.com 800.999.0853

C & C MotorSports www.candcmotorsports.com 703.368.7878

Diamond Racing Pistons www.diamondracing.net 877.552.2112

FAST

www.fuelairspark.com 877.334.8355

Innovators West

www.innovatorswest.com 785.825.6166

Jon Kaase Racing Engines

www.jonkaaseracingengines.com 770.307.0241

MAHLE Clevite

www.cleviteonengine.com 662.893.2860

www.marchperf.com 888.729.9070

www.metalcraftersonline.com 309.734.3511 www.milodon.com 805.577.5950

Moroso Performance www.moroso.com 203.453.6571

MSD Ignition

www.msdperformance.com 915.857.5200

ProCharger

www.procharger.com 913.338.2886

PRW

www.prw-usa.com 888.377.9779

Total Seal Piston Rings www.totalseal.com 800.847.2753

The Supercharger Store

www.thesuperchargerstore.com 520.456.9706

TRE Performance

www.treperformance.com 760.586.5617

Trend Performance

www.trendperform.com 800.326.8368

Tuff Stuff Performance

www.tuffstuffperformance.com 800.331.6652

Weinle Motorsports

www.weinlemotorsports.com 513.607.2592

• Custom shortblock (see Sept. 2014 RPM for specifics): $13,467 • Kaase Boss Nine heads (fully assembled with high temperature stainless steel valves: $5,500 • W.W. Engineering Boss Nine roller rockers: $1,500 • Cometic gaskets (complete set including custom Boss Nine head gaskets): $449 • Weinle sheetmetal intake manifold with MetalCrafters of Monmouth custom finishing: $5,500 • FAST XFI 2.0 controller with traction control, data logger, harness, and all accessories: $2,904 • AccuFab 90mm throttle bodies (2): $539 • TRE Performance 160# fuel injectors (set of 8): $479 • FAST billet fuel rails (2): $228 • Moroso sheetmetal Boss Nine valve covers: $949 • March Performance StyleTrack serpentine system with Tuff Stuff Products accessories & PRW polished water pump: $2,641 • Innovators West custom BBF balancer with integrated crank trigger: $661 • Supercharger Store twin ProCharger gear drive: $3,499 • ProCharger F1C superchargers (2): $7,598 • MSD ignition system (2362 Pro Billet distributor, 31183 ignition wires, 7720 Power Grid ignition, 7730 programmable controller, 8261 HVC-2 coil, accessories): $1,514 • ARP fasteners: $250 • Miscellaneous parts (plugs, filter, break-in oil, etc.), services (Best Metal Polishing), and accessories: $1,500 • JKRE labor and dyno time: $5,000 TOTAL: $54,178

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1. A quick call to the good folks at Gatehouse Remote Controls & Entry Systems was all it took to select the perfect parts for our unique application. The LiftMaster 8500 will work on both roll-up as well as traditional paneled garage doors up to 14x18 or 180 square feet of surface area.

10: PA>>RTRolling the doors (from an iPhone!) thanks to

Gatehouse Remote Controls & Entry Systems

RPM’s continuing do-it-yourself shop series shows how you can put together your own modern workspace, too! story by

Toby Brooks

ver the past year, we have brought you a number of cool and effective ideas for building and improving your own shop space. From actually planning and building our 30x50-foot Nucor Building Systems shop, to wiring it, applying a beautiful and durable Epoxy Masters floor coating, organizing our tools with Trinity international tables and roll-

112

aways, to building out a functional office space, we are gradually getting to the point where our space is quite pleasant to work in. However, we have been stymied by one problem: manually operated roll-up doors. We searched for quite some time to find a garage door operator that would work with the Janus 650 roll-up curtain-style doors in our shop. Although we love the clear overhead space and

2. The roller drum on our Janus 750 door was sealed, so there was no way to get a wrench or socket on the backside of the endcap in order to bolt down a drive sprocket. Due to the torque on the door, a lag bolt would surely loosen over time, so we opted to cut a small access hole with our Miller Spectrum 375 plasma cutter.

march 2015 | RPM Magazine

the fact that our ceiling-mounted light fixtures are not blocked by a traditional panel-type garage door when open, finding an electric operator that would work for our application proved quite challenging. With a non-moving center (“dead”) axle, it would be necessary to mount a sprocket to the drum in order to operate the door. The problem with that solution was that the drum was sealed. What to do?

After looking things over and doing a through internet search, we were pretty certain that a chain-driven LiftMaster 3900 jackshaft operator would probably do the trick. A quick internet search offered up info for Gatehouse Remote Controls and Entry Systems, and are we ever glad it did! Gatehouse has been in business since 2003 selling remote controls, gate operators,

3. The plasma made quick work of the job, and we cut a threesided opening. We were initially going to weld the panel back in place, but instead opted to secure it with heavy duty aluminum foil tape— that way, should we ever need to service the door, we won’t have to cut it all over again.

RPM GARAGE 4

4. We loosened the wall bracket, removed the tension clip securing the bracket to the door axle, and pulled the bracket back just enough to slide the drive sprocket on the axle. Then using the supplied bolts and slightly modified stand-off spacers, we bolted the sprocket in place. Just to be safe, we replaced the supplied nuts with nyloc nuts to protect the part from loosening over time. We then pulled the small access flap we had created in the drum back into position and secured it with several layers of thick aluminum foil tape, which was easier than welding and can be removed should we need to access the nuts again.

and replacement parts at wholesale prices direct to the consumer. We explained our conundrum, and within minutes the helpful staff had worked up a game plan for us. First, the staff at Gatehouse suggested a pair (we have two 14 x 14-foot roll-up doors, after all)

of the newer LiftMaster 8500 jackshaft operators rather than the older 3900 model. Not only were the newer models more complete, including a cool remote-mount safety light, three-button remote, and wall switch, they also incorporate LiftMaster’s new myQ control. We weren’t

7. With the chain drive all sorted out, it was time to affix the operator to the wall. First, we built a small rectangular base from 4x4 lumber and attached it to the wall using 4-inch lag screws and anchors. We then mounted the 3950MB mounting brackets to the 4x4 base and secured the 8500 unit to the bracket while adjusting mounting height to ensure adequate chain tension.

5. In this picture, the drive chain has been installed on the door sprocket and the master link has been clipped together. Also notice the electrical outlet mounted near the ceiling. We had installed outlets on the left hand side of both doors; however, due to clearance issues on the door, both operators had to be installed on the right, meaning we had to install two new outlets. If there are two options available, our dumb luck usually dictates we will select the wrong way first!

6 6. Next, the drive sprocket was attached to the LiftMaster 8500 unit using two supplied Allen bolts.

8. With the unit mounted, the safety reverser “Protector” system was mounted at the base of the door. 9. The control pad was then mounted on the wall and wired into the operator.

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RPM GARAGE 10

11: The programmable 877MAX wireless keypad installs with just two screws and a 9-volt battery. It can be programmed to operate multiple operators depending on the code used, so thereâ&#x20AC;&#x2122;s no need for more than one.

114

10: Wiring is accomplished via spring-loaded quick terminals that are clearly marked under a convenient flip-up access door on the front of the operator.

12: With the physical install complete, we then hooked the 828LM internet gateway into our Netgear switch and created our myQ account. This piece will allow you to control your door from anywhere your wireless device has internet signal.

march 2015 | RPM Magazine

13: Once connected, the myQ app allows the user to control and monitor door status from an enabled mobile device. It can operate multiple doors and can even be set to monitor your garage door and send you a text if it is opened!

sure what that meant at the time, but trust us: you want one. In addition to the operators, we also needed two chain drive kits, two 893MAX three-button auto remotes, one 877MAX programmable wireless keypad remote, two wall mounting brackets, and one 828LM internet gateway. Within three days after ordering, we received all items and were ready for install. By far the hardest part of the entire install was mounting the drum sprocket. Once we opened up a small access panel using our Miller Spectrum 375 plasma cutter, the remainder of the install was a breeze. The first operator took approximately three hours

to install, and we are certain the second one will be much faster. Check out the pics and descriptions to see just how easy the whole process was, and if you have an old worn-out operator or, like us, were still living Neanderthal-style with a manually operated door, check out Gatehouse and their excellent selection and helpful staff. By the time youâ&#x20AC;&#x2122;re done you will have saved some serious cash, be able to take pride in a job you completed yourself, and be able to both control and monitor your garage door from anywhere you can get a wireless signal. Youâ&#x20AC;&#x2122;ll wonder how you ever lived without it!

Leave Them in the Rearview. Summit Racing Equipment has the right mix of parts and accessories to get the most horsepower and performance out of your ride, so the only thing others will see is your dust. Rely on us to answer your questions and recommend solutions 24/7.

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International Sales: USA 1.330.630.0230 Tech: USA 1.330.630.0240 • SCode: 1501RPC Call by 10 pm EST: In-Stock Parts Shipped That Day! Find it at Prices good through 3/1/15 • Typographical, description, or photography errors are subject to correction. Some parts are not legal for sale or use on any pollution-controlled motor vehicles. ©2015 AUTOSALES, INC.

www.rpm-mag.com | march 2015

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Bully Dog Logo - Vertical Format - Color PMS 185 + Black

Used by Joe Gibbs Racing to break-in and dyno all their engines, this petroleum oil provides the highest levels of zinc and phosphorus for flattappet engines. The additive package promotes ring seal and provides maximum protection available for cams and lifters during initial break-in. Requires no additional additives. Available in 3 grades... PN 00107 15W50 PN 01807 5W30, PN 03707 10W40

For over 30 years, COMP Cams® mission has been to design and manufacture the best performance products possible. That mission continues today because COMP Cams® has never forgotten that performance is defined by great design, great manufacturing and great customer service. Ask your Parts Pro Sales Rep which Cam & Lifter Kit is right for your combination.

Reversible Electric Fans

Designed to be used as a primary or auxiliary fan. These fans free up wasted horsepower and increase gas mileage when used as a primary fan by replacing the stock fan (where applicable). When used as an auxiliary fan, they will provide additional cooling in an engine prone to overheating. Available in sizes from 10"-18" dia.

NEW! E-Street™

Cylinder Heads Using highly efficient ports and state-of-the-art combustion chamber shapes, E-Street heads improve performance throughout the RPM range for great throttle response and top-end power.

Featuring an open air space that separates the runners from the hot engine oil resulting in a cooler, denser charge for more power. Now Available In Black Powder Coat

RPM Air-Gap® Intake Maifolds

Performance Available for S/B Chevy, Transmission B/B Chevy & S/B Ford Mounts Performer A true performance mount for cars, trucks, hot rods. Designed for racing, yet popularly used for street vehicles when more horsepower is added. Soft running enough to absorb vibrations for street use yet rugged for racing use. Helps control torque on high performance vehicles. Many transmission applications available. Ask your Parts Pro sales professional for details

OEM quality Ford's superior surface finish, hardening, and manufacturing consistency provide the strongest and quietest gears on the market! Race Proven - Ford Racing gears are the choice of championship road racing and drag racing teams

Ring & Pinion Sets

Designed for custom installation. These wires are terminated at the plug end only, and include enough wire length and terminals to fit HEI or NonHEI distributors. A coil wire is included when required. There’s even a wire stripping tool to simplify the termination. And like all Moroso Blue Max™ wire, each is individually tested for unsurpassed quality control. • Terminals and boots are factory installed on the spark plug end of the wire • Includes wire stripping tool for quick and easy install.

Blue Max™ Universal Fit Wire Sets Cam & Lifter Kits

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

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.

Stainless Steel Engine & Accessory Triple Dog GT Bolt Kits Gauge/Tuner

Available for Diesel or Gas The Triple Dog GT is four products in one remarkable unit: a vehicle engine tuner, monitor, gauge, and diagnostic device all in a single unit. The remarkable GT transforms the utility of your vehicle by increasing horsepower, improving fuel economy, and providing a comprehensive set of monitoring features and diagnostic functions. Available for Chevrolet/GMC, Ford, Dodge, Jeep, Toyota, Nissan and Infinity applications

Ask your Parts Pro Sales Professional for details

CDI Ignition Control

PN 5520

Perfect for budget minded enthusiasts. The ignition offers capacitive discharge technology and will fire a series of multiple sparks that lasts for 20° of crankshaft rotation when the engine is running under 3,000 rpm, producing great throttle response and smooth idle.

Micro Electric Fuel Pumps Easy installation with simple two-wire design! PN 12D Diesel Applications (not Fuel Injected) 35 GPH, 4-7 PSI PN 12S Carbureted Applications (not diesel) 35 GPH, Domestic 4/6/8 Cyl. or E85 35 GPH, 4-7 PSI .

PN 12E Transfer pump for Ethanol, Methanol,

Universal Chassis Harness Assemblies Whatever Your Project Classic Car, Truck, Jeep, Muscle Car or Street Rod, Painless® can

hook you up!

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