RPM Magazine October 2017

V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpm-mag.com E-MAGAZINE ASSOCIATE EDITOR.................TOBY BROOKS toby.brooks@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, PETE “BOOMER” ORES, MARK goDragRacing.org, TARA BOWKER, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, LOUIS FRONKIER, and WILL McDOUGLE. Editorial Contributions: TIM LEWIS, CHUCK SCOTT, MARK goDragRacing.org, RAYMOND KNIGHT, TOBY BROOKS, BRIAN WOOD, TABITHA SIZEMORE, JAMES WILLIAMS, TIM BIRO, STAN SMITH, JT, and GEORGE PICH. Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, and TIM BIRO.

ADVERTISING SALES For advertising information contact

MEET THE RPM TEAM

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

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

The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including race cars, musclecars, hot rods and street legal machines with an emphasis on the “EXTREME,” including fast doorslammer and outlaw forms of drag racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on the edge with regard to design, performance, and power!

RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.

WANT YOUR CAR IN RPM?

RPM Magazine has been a world leader in motorsports publishing for 18 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide.

If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@ rpm-mag.com. Submission of an article does not guarantee that it will be published.

Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT Responsible for errors or omissions in ANY advertisement or article.

Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser.

WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

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

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

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EDITOR’S RANT

by

Chris Biro

because...

MORE RPM IS ALWAYS BETTER

W

e’d like to take this opportunity to thank all of our RPM Magazine advertisers and readers for your overwhelming support, and also welcome you to our 18th year of RPM! We’ve stuck to our guns, kept our promise and kept RPM “REAL”...18 years later RPM is still all about YOU, and YOUR cars and stuff that YOU are into—street, strip and once in a while, just to shake things up, something completely off the wall. But no matter what, we want to assure you that we intend to continue to set the trends instead of follow them, innovate, not imitate and above all continue to give you the best original, exclusive high horsepower badass rides and cool real world tech and articles you deserve in the world`s top car mag!

In our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE

copies of RPM Magazine sent to performance & racing related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today!

Simply complete this form and send it in along with your business card and you’ll start getting your complimentary copy of RPM, right to your business door each and every month.

Because MORE RPM is ALWAYS better, we also offer an enhanced program that enables you to order MORE copies of RPM for an incredibly low price to either give away free to your best customers or sell on your magazine rack.

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

COMING NEXT MONTH:

Mod Squad.........................................................................

Now that the car is finally at Braddy Custom Paint, Tim and the gang do some subtle body mods and perform final prep on the Horse and get ready to start spraying some Axalta color!

4

THIS AND MORE IN THE NEXT RPM! october2017 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 80 Accufab Inc............................ 15 Aeromotive......................... 111 AFCO..................................... 19 Alan Johnson Performance (AJPE)................................. 49 Alston Race Cars.................. 100 Applied Racing Components (ARC).................................. 35 ATI Performance Products..... 30 Auburn Gear.......................... 42 Autoglym............................ 102 AVAK/Ridgegate Tools........... 93 Baer Brakes......................17, 58 Batman vs. Two Face............. 82 Bear’s Performance............... 93 Be Cool................................ 103 BES Racing Engines................. 9 Bill Mitchell Products.......12, 36 Blower Shop............................ 5 Borla................................... 112 BTE Racing............................ 50 C&C MotorSports................. 111 Calvert Racing Suspensions... 86 Canton Racing Products...... 104 CFE Racing Products.............. 96 Chassis Engineering...........8, 17 CN Blocks.............................. 99 CNC Motorsports................. 105 Coan Engineering.................. 62 Competition Products........... 64 Crane Cams........................... 77 Crower.................................. 34 CVR Products......................... 78 DART..................................... 18 Design Engineering..........76, 94 Diamond Pistons................... 40 DIY Auto Tune/MS3-Pro EFI... 43 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 26 Dynocologists........................ 21 Dynomite Dynamometer...... 13 Dynotech Engineering......... 110 Ed Quay Race Cars................. 24 Edelbrock.............................. 48 Energy Suspension................ 29 G Force Racing Transmissions.12 Granatelli Motorsports.......... 43 GZ Motorsports..................... 39 Harland Sharp....................... 21 Harwood............................. 101 HoleShot Wheels................... 84 Holley...............................10, 91 Howard’s Cams...................... 99 Hughes Performance............... 7 Induction Solutions............... 97 Indy Cylinder Head................ 66 Innovate Motorsports............ 67 JE Pistons.........................35, 98 Jesel...................................... 14 JW Perform. Transmissions... 28 Kinsler Fuel Injection............ 81 LenTech Automatics.............. 85 Lokar Perf. Products............ 108

LUCAS Oil Products.................. 2 MagnaFuel............................ 60 Magnuson Superchargers...... 23 MAHLE Clevite Inc............... 113 Manton Pushrods.................. 96 Meziere Precision Mfg............. 8 Mickey Thompson Tires......7, 44 Miska Trailers........................ 90 MSD Ignition......................... 24 Neal Chance Converters....25, 65 New Century Performance.... 11 Nitrous Pro Flow.................... 35 Nitrous Supply...................... 83 Parts Pro Perf Centers.......... 116 Performance Improvements.. 22 Perf. Plus Connection.......22, 58 Philadelphia Racing Products (PRP)............................. 63,82 Powermaster Performance.... 22 Precision Turbo...................... 53 ProCharger............................ 45 Proform Parts........................ 95 Proformance Racing Trans....... 9 Pro Systems Carburetors... 31,80 PTC........................................ 41 Quick Fuel Technology........... 36 Quik-Latch Products............ 107 Racecraft............................... 37 Racepak................................ 38 Racequip............................... 89 RAM Clutches........................ 27 Renegade Racing Fuels......... 52 Rhodes Race Cars.................. 47 Ross Racing Pistons.......... 5,106 RPM Magazine Subscribe!.114 S&W Race Cars.................... 109 Scorpion Racing Prods........... 28 Shafiroff Racing Engines..11, 46 Sharp Trailers........................ 41 Smith Racecraft..................... 82 Steve Morris Racing Engines. 61 Strange Engineering............. 16 Summit Racing Equip..... 20,115 Taylor Cable Products............ 88 Taylor Cable Prod./Karbelt..... 20 TCI Automotive...................... 39 Ti64....................................... 98 Tom’s Upholstery................... 14 Trick Flow.............................. 51 TRZ Motorsports.................... 44 Tuned By Shane T.................. 18 Two Broke Girls Season 6..... 106 VP Racing Fuels................ 32,87 Weinle Motorsports.............. 84 World Products..................... 85

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

HOT

Often Imitated, Never Duplicated—For 18 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Cars WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!

EVENTS

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

RIDES Tom Bailey’s Woodward Pre-Party...........................

Driving Urge............................................... 54 Roger Jongerden gets behind the wheel of a wild new ’70 Camaro Pro Mod

Lifetime Addiction........................................20 Glenn Woodell’s sleek ’72 Charger is a combination of new and old, Naste ’95...............................................................................8 This Ford Mustang GT may have started as a daily driver, but now it’s a small tire brawler

something he likes to call Pro Vintage.

THE

PROJECTS & TECH Shop Talk.............................................................. 36 Is there life after the build?

RPM Quick Tech: Skinny Shoulders........................103 The solution to great fitment with head and neck restraints from Racequip

Fantastic Fastener Tool..............................................92 Mounting your goodies just got easier thanks to Ridgegate Tools and their MaxDuty Swivel Trio 3-in-1 rivet/riv-nut/rivet stud tool

Extreme Weight Loss Challenge: Episode 1..............96

Marina Blues........................................................... 40 Bob Mifflin built this 1969 Chevelle to break some hearts and hurt some feelings

Counting calories with the help of Be Cool, Eastwood, and plenty of other tools

At Long Last.........................................................108 Our project car finally heads on down the road to Braddy Custom Paint!

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

78

A fast street car meet and greet leading into the big show

october2017 | RPM Magazine

www.rpm-mag.com | october 2017

7

F

or Ohio native Jonathan Insley, racing didn’t begin a quarter mile at a time. For many people, fast cars and drag racing have been handed

down through a generation or two. It’s already in their blood, and it’s evolved from there. For Insley, though, his racing resume began with a late model dirt car that spanned about eight years.

“I started late model dirt racing with my old neighbor, and I learned a lot from that experience,” said Insley.

But later into his teens, when he got his license, that all changed and he started

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9

NASTE ’95

LIL’ OL’ SHOES The ultra-small 8.5-inch wide tires level the playing field in classes like Nostalgia True Street and X235, but Insley has the right formula to hook them up and win races.

taking his car to the dragstrip right away, and it progressively got worse from there.

His years spent on the dirt track were not in vain, though, as he was able to transfer some of what he learned over to his drag race

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october 2017 | RPM Magazine

efforts. The two major things he brought to the drag race table were knowing how to scale a car and realizing that a good maintenance schedule with a race car is essential.

“Things are hard enough to learn as it is, without having to fight ridiculous maintenance

issues like misfires or overheating problems,” added Insley.

Jonathan came into ownership of his head-turning 1995 Rio Red Mustang GT back in 2001 when he discovered it on a used car lot. It was in good shape with only 60K miles on it, and his

www.rpm-mag.com | october 2017

11

NASTE ’95 plans were to use it as a daily driver. The car was relatively untouched, with only a couple of minor modifications such as a cold air intake and cat-back exhaust, pretty much the standard first things done to any factory muscle car of the day. The ’95 had a lot left to be desired for power and it was “slug” as Insley put it. Among other things, the air filter had been over oiled ruining the mass air flow sensor, and in fact the Mustang would not even do a burnout! Oh how things change.

“My first time slips were a blistering, 9.70 in the eighth-mile,” laughed Insley.

Needless to say, keeping the car as it was, was not option.

So once again, despite their original goal of keeping their new car out-of-the-box stock, Jonathan Insley joined the hundreds of thousands of others who just couldn’t stand it…and really, what fun is that, anyway?

It started with a couple of simple modifications; an x-pipe and a cat-back exhaust, but about a year following that the transmis-

sion failed so Insley did a 5-speed swap, which was the first major mod on the car. Following the transmission came a cam, heads, and intake and with it time slips began dropping into the 8.60’s on the 17” street tires, which at the time Jonathan thought was fast.

Next came some more mods as Insley took an interest local 6.50 Index class racing. To help satisfy his curiosity, a stock block 427 small block Ford pump gas motor with spray was built

CLEAN SHAVEN The sleek lines of the pony’s body have been further enhanced with the removal of the fender and trunk emblems as well as the factory door lock cylinders for an even cleaner look.

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october 2017 | RPM Magazine

CAN’T LEAVE WELL ENOUGH ALONE Insley’s original intention of keeping the ‘95 Mustang a daily driver was short lived as it didn’t take long for him to join the heads-up world at the drag strip. The head-turning, super-clean Ford has been re-sprayed in a stunning tri-coat Rio Red.

www.rpm-mag.com | october 2017

13

NASTE ’95

NASTY SMALL BLOCK Insley runs a 427 cubic inch small block Ford with a bit of spray. Nitrous oxide is injected into the mix via an Induction Solutions (Kevin Neal flowed) Sledgehammer plate kit, while a spacious C&S Specialties 4500 series carburetor tops the powerful mill. along with a swap to a modified C4 transmission. After competing in the Index scene for seven years, in 2013, Jonathon hung up his hat in the 6.50 class, rolled up his sleeves, and decided to step up his game and move to the pure headsup X235 class, a move that would see not only quicker and faster times,

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october 2017 | RPM Magazine

but a higher level of competition.

These days the Mustang is set up to run with the Outlaw Street Car Association in the Nostalgia True Street class and the Xtreme Outlaw Series X235 class, and Insley has done quite well with the transition.

“X235 is way faster than 6.50 Index, and the

cars just keep getting faster every year. In our third season we went from first round ducks to the 2015 XOS X235 Champions!” Also, in 2016 Insley won the OSCA NTS North vs South Race.

The body of the Mustang is stock with the exception of a Schoneck Composites

www.rpm-mag.com | october 2017

15

NASTE ’95

fiberglass Cobra front bumper and a 6-inch extended cowl hood and the re-sprayed factory tri-coat Rio Red paint is flawless.

Inside, Insley is strapped in within a 25.3-certified cage built by Rogue Race Cars.

Under the hood churning out the ponies is a 427 cubic inch small block Ford. The engine began life with World Products 9.5 deck Man-O-War block topped off with a set of Trick Flow Specialties 255cc High Port heads done by BES. Diamond gas-ported domed slugs are driven by a SCAT 4340 crank,

and GRP aluminum rods.

A BES spec solid roller cam, which Insley says is just north of .900 lift, commands the valvetrain and all the machine work and assembly on the potent small block was done by Cunningham Motorworks. Providing the giggle gas is a Kevin Neal-flowed Induction Solutions Sledgehammer plate kit. The power gets to the ground by way of an RPM Transmission Powerglide with Reid case and an Ultimate Converter Concepts nitrous billet converter.

Out back is a

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october 2017 | RPM Magazine

stock housing 8.8 rearend with 35-spline gun-drilled axles and spool. Insley maintains stockstyle front suspension with a pair of Strange struts with a coilover kit. On the opposite end, he also has stock location suspension with Afco coilover shocks and Racecraft upper and lower control arms.

Although Jonathan has been successful since his venture to X235, it wasn’t without its own learning curve and struggles. “Figuring the car out on the small 8.5-inch wide tires—mainly

JONATHAN INSLEY’S X235 & NOSTALGIA TRUE STREET FORD MUSTANG GT

OFFICE SPACE A Rogue Race Cars-built 25.3 certified cage houses Insley when he’s wheeling the ’95 Ford.

Chassis Type & Mods: Rogue 25.3 certified cage.

Suspension & Brakes: FRONT: Stock-style suspension with Strange struts with coilover kit. REAR: Stock location suspension with Racecraft upper and lower control arms. Team Z anti-roll bar. Menscer Motorsports AFCO coilovers. Aerospace brakes front and rear.

Body & Paint: Schoneck fiberglass Cobra front bumper and 6-inch extended cowl hood. Shaved fender emblems, trunk emblems, and door locks. Resprayed with factory tri-coat Rio Red. Engine: 427 cubic inch small block Ford. World Products 9.5 deck ManO-War block. Scat 4340 crank, GRP aluminum rods, Diamond gas ported domed pistons. Trick Flow Specialties 255 High Port heads by BES with all titanium valves and T&D shaft mount rockers. BES spec solid roller cam, north of .900 lift. Machine work and assembly by Cunningham Motorworks of Charleston, West Virginia.

Induction & Power Adder: CHI 4.0 intake. C&S 4500 carburetor. Weldon fuel pump. Kevin Neal flowed Induction Solutions Sledgehammer plate kit.

Electronics & Ignition: MSD Grid with crank trigger. Racepak Sportsman data logger.

Transmission: RPM Transmission built Powerglide with Reid case. Ultimate Converter Concepts nitrous billet converter. TCI shifter.

Differential: Stock 8.8 housing. 35-spline gun drilled Moser axles.

Lightened Ford Motorsports gear. Trick Flow Specialties differential cover.

Performance: 5.21 at 134.3 mph with limited nitrous jet per OSCA NTS and XOS X235 rules.

Special Thanks: “I’d like to thank, my dad (RIP) for supporting my car obsession from a young age. Toby Cunningham of Cunningham Motorworks for building one bullet of an engine. Mathew Riley for all the crazy wiring the car has and for the fab help. Jason Anderson of Elite Automotive for a ton of help and ideas, and my crew: Nick, Alan, Matt and Greg.”

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17

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october 2017 | RPM Magazine

NASTE ’95

SHORT (BUT QUICK) TRIPS Just enough fuel for a few eighth-mile hits at the strip. Cruises to the burger joint are long gone for this Stang. Underneath, The stock 8.8 rearend housing, despite having been filled all the right not stuff, has not been braced yet holds up fine under the pounding of the small tire nitrous car.

HOOKED UP LEFT: Insley makes a pass at Ohio Valley Dragway. His current best in the car has been a 5.21 at 134 miles per hour, on limited jet per class rules. TOP: Insley makes another clean pass at I-64 Motorplex. in the first 60 feet of racetrack—has been tricky,” he said. “As well as tire pressure, shock choice and settings, and power management.” On limited nitrous jetting as per his class rules, the ‘95 clicked off a personal best eighth-

‘14 - ‘17 C7 ZO6

CH AN GE RS DI RE CT FI T HE AT EX

mile elapsed time of 5.21 at 134 miles per hour at Beech Bend Raceway in Bowling Green, Kentucky in 2016.

If there’s such a thing as drag racing heads-up on a budget, Jonathan feels that 8.5-inch tire and

TEMS S Y S G IN L O O C E T T E RV

CO

X235 classes are it, so he plans to stay with them for a while, or at least until his “NASTE 95” starts to feel like that original “slug” car he bought way back in 2001, which we figure won’t be anytime soon.

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T

here’s something special about each and every car that we see in our travels. It could be an interesting story of how it was passed on through a family member or bought

from an old lady around the block, or maybe it’s how rare the car is or how it earned a name for itself on the street or strip. No matter what the tale, it is always interesting to hear how the other guy’s (or girl’s) car

came to be what it is today.

Just the sequence of events of how we end up with our car makes each story special in its own way, let alone the build itself.

This particular story could just as easily have

FOREVER A GEARHEAD ABOVE: Glenn Woodell’s very first car, a 1971 Dodge Charger, initially made for one happy young hot rodder. Unfortunately, that first Mopar met a terrible fate, which also took part of his right leg. However, as his gorgeous current 1972 Charger shows, that lifetime addiction to street machines never really goes away!

www.rpm-mag.com | october2017

21

LIFETIME ADDICTION SUBTLE TOUCH The flush mount 1971 side marker lights confuse many Mopar experts. Woodell disliked the 72 and later “trailer” lights so a quick post on the 71-74 Charger Facebook Group was rewarded with a set of four from a parted out 71.

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october2017 | RPM Magazine

THE OLD AND THE NEW Subtle updates up front include LED halo rings and a modern Dodge emblem for the grille and add contrast with the vintage 1972 license plates. Out back, the deck lid emblem is a secret leftover from Glenn’s wrecked 1971 Charger. Moving the springs to the frame rails required moving the exhaust about one inch closer to the center line and subsequently relocation of the rear exhaust cutouts, but you’d never know it! been written about a 1967 Firebird Formula 400, says Virginia’s Glenn Woodell, however, his dad talked him out of buying it because it was a four speed and was likely “driven hard”. So, much to his disappointment at the time, Glenn passed on that and picked out a wrecked 1971 Charger 500 with a 318.

“The Charger was something affordable and it was easy enough to replace the front

clip and get myself behind the wheel with money to spare. I paid $200 for that first car and quickly became addicted to the lines of this Chrysler B-body,” tells Woodell.

Not long after fixing his Charger up just the way he wanted it, at the age of 21, Glenn would end up in the wrong place at the wrong time as a runaway flatbed race car trailer broke free from the truck that was towing

it and hit him head on. The entire tongue of the trailer entered the Charger via the driver’s side headlight, peeled the fender back, ripped the engine off its mounts, pierced the firewall, and made its way into Glenn’s right knee. “My leg was literally torn off and dropped next to me.

My pride and joy and my body were both destroyed in an instant,” he lamented.

It wasn’t long before Glenn was up

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and walking again on a composite leg, though, and out searching for a replacement car. He recalled seeing a red Charger with unusual louvers in the doors sitting in a driveway nearby. “After a knock on the door and a little sob story, complete with pictures of my blue car, I managed to get the lady to let it go for $3500. This was October of 1983 and for the next few years I got

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october2017 | RPM Magazine

to enjoy the rest of my gearhead youth with it,� he recalled.

That car pulled daily driver duty for a long time and Woodell would eventually find out he had quite a gem. The louvered doors meant it was an original Rallye car, complete with a 440, dual exhaust with the fancy chrome tips out the back, heavy duty suspension, a Slap-Stik controlled automatic transmission, a cool

THE KING WUZ HERE...

LIFETIME ADDICITION

Engine detail showing the autograph from Richard Petty, who once drove a car just like this one. And yes, there is clear on top of it.

With the air cleaner removed, you can see the Six Pack in all its glory.

This key tag holds a Woodell liked the special place in Glenn’s color of the Charger heart as it was made so much that he from one of the emhad his bass guitar blems off of his ’71. painted to match.

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LIFETIME ADDICITION

CLEAN-N-SIMPLE The interior is almost completely factory appearing and amazingly mostly original other than a few rescues from the ’71, an aftermarket steering wheel and updated digital stereo.

Both the “Charger” emblem hanging with the keys and the “500” logo on the dash came from Woodell’s first car that was destroyed. Out back you will find a factory trunk mat, relocated battery, and those mini-tubs. You’d have to take measurements to know that the inner fender walls had been moved to accommodate the 15-inch rubber underneath.

Magnum hood, and a sporty Rallye dash cluster. What could be better? “A Hemi!” laughed Glenn “That’s what!”

So a Hemi it was, but a few years later, after trying to have a race car as a daily driver, Woodell decided to go back to the 440.

“Of course after having driven an aluminum

head race Hemi, a single-four was not good enough so I opted for a new Six Pack system from Direct Connection, as it was called back in the day, and drove it that way until after I retired two years ago.”

Glenn decided to prepare the Mopar for his “life after-work,” and he was planning a

complete overhaul. He wanted to maintain the identity of the car he had been driving the past 32 years but spice it up considerably with the enormous amount of technology available today.

The decision was made to go all-in which included new paint, an updated suspension, all new wiring, and a new

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drivetrain. Dropping the stance was a must, but Woodell had no interest in shaving handles, modifying panels and driving around on ride-like-alumber-wagon rubber band tires.

“I knew I wanted to keep the Keystone Klassic wheels,” he said “drop the car down a bit and go with wide tires in the rear and a very nice paint job. I guess you could call this a Pro Vintage restoration. I didn’t mind adding modern upgrades, but I wanted the car to look like it had been driven right out of my high school parking lot.”

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october2017 | RPM Magazine

Glenn approached Daniels Performance Group in Smithfield, VA. led by his longtime street friend Charlie Daniels, about doing the car properly, without shortcuts.

Something Daniels is well known for.

And after a series of planning meetings, the car was driven into Daniels’ shop and immerged two years later a completely new animal, but not without Woodell himself taking an active, and hands-on, role in the project.

Charlie oversaw the project and talked with Glenn almost daily and under the

supervision of his lead tech, Richard Copeland, all parts were catalogued and stored as they were removed and all small parts were bagged and labeled. “Charlie is very discriminating when it comes to his shop,” told Woodell.

“One look at his floor is enough to convince anyone that his priorities are with the customer and with making sure that their treasures are treated as if they were his own.”

Power wise, Charlie referred Glenn to Kurt Bosh of Magnum Machine in Chesapeake who created a build to fit

LIFETIME ADDICITION

CLEAN UNDERNEATH Note the huge bearing mount for the steering sector support in the foreground right. Polished, ceramic coated headers with 1-7/8-inch primaries allow for clear breathing while still making it easy to change critical components like starters and plugs.

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LIFETIME ADDICTION

Woodell’s vision. “I insisted on staying with the factory Six-Pack system, mainly for the looks and of course the cool sound it gives when you hit the throttle,” he said. The stock 440 block was treated to the usual machine work and 10.7:1 compression Keith Black pistons were installed onto the forged steel crank and 6-Pack rods. A custom grind Cam Motion hydraulic roller cam ensures the power comes when needed but also that certain level of driveability is maintained. Glenn says that he had experienced and enjoyed his drag race days with the Charger

while the Hemi was under the hood and wanted it to spend its golden years as a street car.

Edelbrock Performer heads were added to the package and Comp Cams Ultra Pro roller rockers keep the valves cycling smoothly and quietly. Induction wise, as we said, Glenn wanted to keep his Six-Pack. That original Direct Connection aluminum intake manifold has been completely rebuilt as have been the triple Holley carburetors that came with it that were also given an increase in jet size and the addition of adjustable metering plates to the front and rear carbs.

DONE UP RIGHT LEFT: The Charger received the full rotisserie treatment. MIDDLE: On the “rack” Prior to relocation of springs and installation of mini-tubs. Note the fresh welds on the four torque boxes, necessary for stiffness on a unibody car.

RIGHT: Brian Michael block sanding the body. Note the 3-inch stretched mini-tubs roughed in.

The Cinder Red base coat was applied prior to the Kandy Red. Fit and finish on the car are second to none.

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october2017 | RPM Magazine

LIFETIME ADDICTION “I had been shifting this car through a manual shift Torqueflight ever since I started driving it, so there was no question that it was going to stay manual with the Turbo Action Cheetah valve body,” added Woodell. Out back, the factory 8 ¾-inch rearend hosing was shortened four inches on each side to provide ample room for the larger rear meats. Aftermarket axles and 3.55 gears were added to ensure that cruising was doable and that, when Glenn did decided to stab the throttle and hook-up, there

would be no chance of spitting out an axle.

Since the rearend was modified to accommodate those planned wider rear tires, mods were also made to the factory wheel tubs in the car for the same reason. After multiple, careful measurements, it was confirmed that a new set of Keystone Klassics mounted with 29x15 Mickey Thompson Sportsman S/R radials would fit perfectly. During installation, the springs were relocated and Woodell had the look and stance he always

THE JUICE WAS WORTH THE SQUEEZE Tim Lucento, Glenn Woodell and Charlie Daniels at Tim’s Custom Paint in Yorktown. Glenn would like to thank both for their amazing work.

BOTTOM LEFT: The Charger shown after application of clear coat…it was still wet!

BOTTOM RIGHT: Tim Lucento inspects the paint process. The results are top-shelf!

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october2017 | RPM Magazine

LIFETIME ADDICITION

SAFE & SOUND Acoustic insulation was sprayed in from firewall to the taillight bulkhead with mylar-based thermal insulation on top.

READY FOR ACTION With a subtle drop, healthy meats in back, and timeless Keystone Klassic wheels, this Mopar just oozes cool. wanted. During bodywork, while Tim Lucento had the Charger inverted on the rotisserie, he also cut out the factory torque boxes that were installed on the 440 and Hemi cars and welded in even heavier ones to compliment the weld-in frame connectors already installed.

The factory K-frame was braced and a Firm Feel Stage III steering box installed. Tubular upper control arms, a heavy duty sway bar and heavy torsion

bars from Hotchkis were installed, and Hotchkis springs and adjustable shocks were used at all four corners. This work would significantly stiffen up the boat-like ride of the original Mopars of the day.

As for the car’s body and paint, Tim Lucento’s name came up everywhere Glenn went, so Tim’s Custom Paint in Yorktown was enlisted for that part of the project, and the results, as you can see, are stunning.

The Charger was completely

stripped—and as happens with most projects of this size—Glenn’s wish list grew.

Top-shelf body and paint was always in the plan, but during reassembly the car was also rewired using a complete Year One harness and every piece of factory glass was replaced with new.

The paint, which is the main topic when people first see the Charger, is three-stage House of Kolors Shimrin Apple Red Kandy over Cinder Red topped with PPG Global 1K clear.

Inside, the car’s black interior has been virtually untouched while keeping as many original components in place as possible. The AM/FM radio was replaced with a digital upgrade from Vintage Auto Radio that retains the factory styling and adds in an auxiliary input.

Not being overly competitive, Woodell wouldn’t describe himself as a “show person,” however, he thought it would be fitting to take his freshly rebuilt ride to the Mopar Nationals

in Carlisle at least once. The car captured a second place against many other amazing Mopars.

“I just enjoy it the way it was meant to be enjoyed,” said Woodell. “I like to drive it and I’m planning on doing a whole lot more of that.” And anytime someone asks Glenn what his ultimate dream car is, he just tells them, “I’ve already been driving it for 34 years.”

www.rpm-mag.com | october2017

35

SHOP TALK

IS THERE LIFE JT

story and photos by

I

recently completed a three-year build on my pro street Camaro.

I thoroughly enjoy the planning, fabrication, wiring, plumbing, and all of the other detail-oriented

AFTER THE BUILD? parts of a build (as most of you know from reading this column). I look forward to coming home after a long day at work and going into my shop to melt away the stresses of the day. Building this car—

not just because it was mine, but because I am 51 years old and dreamed of doing this since I was a teenager—consumed most of my thoughts.

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know just what I am talking about. Any idle time in my day was spent thinking of how to overcome an obstacle or researching parts.

Like all builds, there were days when life was good, and

there were days when nothing went right. I’ve been told I am a weird dude more than once for saying this, but I enjoyed those days when the obstacles were the greatest. It was those days that took my mind into

1

a section of my brain that nothing else is allowed to enter. I have the ability to get a Shaolin monk-type of focus when I really need to.

Very few things in life take me to this place, but fixing something with my hands ALWAYS does.

With that focus comes an over-the-top approach to detail. I can look at a bracket that I just made and stare at it for an hour before drilling the first hole in it. What was I looking at you may ask? Besides confirming that the shape will work, I was planning where each hole would be drilled. What size would the hole be and what type of fastener would I use?

There are a hundred choic-

1: It seems as soon as I finish with a project the celebration is very shortlived. I’m always looking for ways to improve and upgrade a perfectly running machine.

My passion lives deep inside the solitude and challenges the shop offers, even more so than the dragstrip.

es, and I scrolled through every one while taking detailed notes. I looked at how this new piece would affect the surrounding area it was in and if anything would need further modification. I looked at what type of finish I would put on it. Would I paint it and what color would it be? Would I have it powder coated instead?

Would I have it plated, or ceramic coated? This is what consumed that hour while I stared at a piece of freshly-cut metal. When I finally saw it complete in my mind and everything worked, it was time to start drilling holes.

When Big Red was finally complete, I decided

2

3

to go out of my comfort zone of drag racing and enter her into some car shows before she got covered in rubber and the trials of the track. I made sure I scheduled a few photoshoots during this time as well, so I could catalog some quality pictures of the newest member of our family. Most wives call their husband’s car “The Mistress.” Mine prefers to look at it as the child who needs the most attention.

My daughter calls her the “big sister that ate her college fund.” While both of these may be true, Big Red became a beloved member of our family during those three years of therapy for me.

We were all so excited and proud to attend the Menards Chevy Show (Sept. 2017 Shop Talk) and show our car off for the first time. When I returned to my shop after the long haul back from Maple Grove Raceway, I began to look at Big Red with a different pair of eyes. Was she finally complete? The honest answer is yes! But like all of us gearheads, there is always something else to improve upon. I dusted her off that night, gave thanks to the good Lord for enabling me to do this in the first place, and turned the light to the shop off as I closed the door behind me.

Now that the first

2: How do you know when you’ve officially hooked someone on high horsepower? The first time I smacked the throttle and kept the wheels spinning into second gear with my 12 year old daughter in the car, she was hooked.

3: I’m an extremely detailed and focused person by nature, but the obstacles and challenges that accompany every build, brings this focus to the Shaolin monk-level. It’s this level of concentration I’ve become addicted to and welcome with every project for keeping the schedule right on time. major show was out of the way, I needed to fulfill a promise and dream that my daughter had since we began the build. We always talked about how we were going to take Big Red to our favorite ice cream parlor and freak everyone out when they heard our big block beast com-

ing from afar. Well that day was finally here. I strapped my little buddy into her 5-point safety harness and shut the door. It felt weird not having a fire suit, neck brace, or helmet on, but this was a very special mission. We fired up Big Red, gave each other a high-five and

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37

SHOP TALK

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october 2017 | RPM Magazine

left the driveway for the first time together. For the record, I made several test hits in her by myself and even did a full-blown transbrake launch into second gear a few times.

Big Red was working perfectly and was safe for my little girl to get into.

My daughter had been in the car a few times before the most recent year-long list of upgrades. I always took her to tech inspection with me at the track. We never shifted out of first gear, though, and always crawled our way through the pits. This was her first time feeling that big block open up a bit and shift into high gear. She loved every minute of it and could not believe how loud and violent everything was inside the car. When we turned onto the highway I told her to get ready. She said, “ready for what?” That’s when I smacked the throttle and kept the tires loose shifting into second gear. When things finally calmed down inside the car she screamed, “That’s what I am talking about!”

We fist bumped, and I told her it was her job to monitor all of the gauges and the data logger screen.

When we pulled into the ice cream parlor, it was as if time stopped.

Everyone looked our way and my daughter had a smile from ear to ear. We enjoyed our ice cream together that evening, perhaps more than any other time together. Not much was spoken while we chomped away on our chocolate treats, but there was nothing that needed to be said. The ride took care of that on its own.

On the way back home I noticed a sound/ vibration that wasn’t right. At one point my daughter even asked what it was. It went away when I got off the throttle and at slower speeds. Was it simply a lot of horsepower rattling something?

Was it a wheel out of balance? Every bolt and every nut was tight and right. All of the suspension components were fine. It doesn’t make a sound during a day at the track, it was just after this 10-mile cruise. I thought to myself, I’ll sleep on it for a few days and then tear into it once again.

The real problem here is that it’s not part of the build, it’s simply maintenance on a finished machine. Not the same for me.

The other day I saw a Pro Street ’30s pickup truck complete with massive rear meats, wheelie bars, tilt bed, and a nasty small block. I first saw this truck a few years ago at a car show that I was taking pictures at. This truck did not change at all in the past three years or so, yet the owner and his family still show it and proudly sit around it talking with friends.

The owner had somehow managed to survive after completing his masterpiece. Could I? I have a few small things I’d like to change over the winter, which include a small tranny leak from the speedometer gear housing and sending unit. Everything in the rear end is new except the pinion bearings. I would like to replace them and give it a thorough inspection after a season of abuse. (That could very well be the sound I heard the other day.) I’m still trying to find the perfect set of wheels for her – 17s in the front and 15s in the back. Trying to find a really cool 17x4.5-inch front wheel with the correct back spacing is not easy.

I have plans to add a funny car cage around

5: I’ve seen a few cars on the show circuit that have never changed since the day they were finished. This implies that some people have the ability to enjoy their handy work and call it complete. I’ve yet to experience that strange phenomenon and will continue to wonder if there is truly life after the build.

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6 6: I recently had the pleasure of meeting someone who finished building a beautiful 1966 Chevelle. This car was absolutely gorgeous.

The owner respected my attention to detail and asked what I thought needed some attention. I quickly rattled off a dozen things I would do to take the car to the next level. He was so impressed he wasted no time in implementing my ideas. The fact that he tore into a stunning “finished� car just to make those changes tells me he is no different than me. my existing 10-point.

And lastly, I’m debating whether to add a set of wheelie bars. I worked so hard to keep this beast as street legal as possible and adding those much needed wheelie bars would throw that plan out of the window. I’m well aware that our cars are never done, but mine works right NOW and is ready to drive at any

given notice.

We are quickly running out of warm days here in the northeast, so I think we all need to put our wrenches down and enjoy our toys while we can. If we’re not careful, the build will never end and our cars never get a chance to do what they are supposed to: fire up and have angry pistons melt some rubber.

So is there life after the build? I really don’t know! For now, it looks like the build is going to provide me with another winter of stress therapy.

In the meantime, I have a perfectly good set of 33x21.5x15-inch tires to destroy before winter.

Until next month, keep wrenching!

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39

B

ob Mifflin was born and raised around muscle cars. The Centralia, Illinois paint and body man is a longtime drag race enthusiast, both

sanctioned and otherwise. Before bracket racing with his brothers Doug and Tony (brother Tony’s 1969 Camaro was featured in the August 2016 issue of RPM), he street raced even before he got his

driver’s license. “I stole my brother’s 1968 Chevelle when I was 15 just to race it!” he said with a laugh. “I’ve been doing this (racing cars) my whole life,” he added.

So, it should come as little sur-

prise that when the time came to create his very own street/ strip beast, Bob would choose some classic GM iron for his build. “I wanted to build a fast small-tire car after owning several bigtire cars,” he said.

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october2017 | RPM Magazine

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www.rpm-mag.com | october 2017

41

MARINA BLUES

A suitable 1969 Chevelle was acquired over a decade ago, and Mifflin started gathering parts and saving pennies in preparation for the build. “Although 10.5 wasn’t even really a thing yet back then, I wanted a streetable car with lots of horsepower,” he added.

42

Mifflin’s timing couldn’t have been better.

With the explosion of small tire racing’s popularity in the past decade, his dream of a four-digit horsepower, all-steel bruiser that was equally well suited for idling around town, cruising down the

october2017 | RPM Magazine

SITTIN’ PRETTY After suspension mods aplenty including tubular control arms and custom shocks all around to help hendling and ride height, Mifflin outfitted his sweet Chevelle with the killer new Billet Specialties Win Lite wheels with beadlocks and Mickey Thompson ET Street tires out back.

www.rpm-mag.com | october 2017

43

MARINA BLUES FORTIFIED FANNY The heavy Chevy (4,036 pounds!) relies on a narrowed 12-bolt rearend that has been beefed up with Moser 33-spline axles and a Richmond gearset and rides on TRZ tubular control arms and QA1 shocks in rear. interstate, or blasting down the track just happened to align with the rise of a large and growing group of enthusiasts who liked their rides just like that.

The first objective was to prep the almost-50year-old chassis and suspension to be able to lay down that kind of power, so Mifflin brought in Jeff Campbell to assist. Up front, a full set of Fat Man Fabrications

RULE THE

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STRIP

october2017 | RPM Magazine

tubular control arms were partnered with 2-inch drop spindles and double-adjustable shocks, while a TRZ tubular control arm setup with anti-roll was installed out back. The GM 12-bolt housing was nipped and tucked a total of 5 inches to make way for the modest meats, and suspended via QA1 springs and double-adjustable shocks.

Moser 33-spline axles were selected for durability, while the 3.50 Richmond

gearset makes for a nice fit with Mifflin’s choice of power-adder not mention easy driving. The entire frame was fully boxed, and notched

by Campbell before being smoothed, prepped, and painted

by Mifflin.

Turning their attention to the engine and trans, Mifflin and Campbell put together a balanced and blueprinted big-inch Dart M block that started life at 540 ci but was pushed out just a bit

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2017 45

MARINA BLUES

more to an even roomier 555 cubes. An Eagle 4350 crank with Eagle H-beam rods and 10:1 JE pistons went in first, followed by a secret grind Erson solid roller cam spun by a COMP belt drive. Up top, a pair of Brodix aluminum heads equipped with Yella Terra shaft rockers and Moroso fabbed valve covers were torqued in place using ARP studs.

Induction comes via a ProCharger F1R supercharger spun to produce 10 pounds of boost, but not before its compressed atmosphere passes through an air-to-air intercooler mounted between the grille and the custom

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october2017 | RPM Magazine

aluminum radiator. The intercooler has been equipped with a single NOS solenoid and a spray bar to chill the intercooler further with the push of a button.

The air then makes its way through a Ken Jones Performance blow-through carb mounted to an Edelbrock Victor, Jr. intake and topped with a ProCharger cast aluminum elbow.

AN MSD Digital 7AL box has been paired with an MSD Pro Billet distributor to manage ignition tasks, and an RPM data logger keeps an eye on the latest runs. A pair of ceramic coated Hooker headers and

custom fabricated Jeff Campbell exhaust route the spent fumes aft. An Aeromotive Eliminator pump keeps the E85 fuel flowing, while a Meziere billet electric water pump keeps the Rat cool.

Backing the 1,100hp engine is a fortified TH400 trans build by Mifflin’s cousin John White of Centralia Transmission. Backing the trans is a Gear Vendors overdrive, particularly useful for long drives like the Power Tour event Mifflin successfully completed in 2013. A TCI 3,400 stall converter was matched to a TCI SFI-certified flexplate for maximum power transfer

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708-754-7223 82-92 CAMARO - FIREBIRD 93-02 CAMARO - FIREBIRD 10-13 CAMARO 04-09 GTO 05-09 COBALT 37 COUPE 39 SEDAN 47 NASH SUPER 600 & 47 CHEVY COUP 49-54 CHEVY SEDAN 55-57 CHEVY 59 EL CAMINO 61-64 IMPALA 70-80 IMPALA 62-67 CHEVY II - NOVA 63 TEMPEST 64-67 GTO SKYLARK 442 CHEVELLE 65-69 CORVAIR 65-69 IMPALA 68-72 GTO SKYLARK 442 CHEVELLE 68-73 OPEL GT 68-78 NOVA VENTURA 70-72 MONTE CARLO 73-77 CHEVELLE MONTE CARLO TEMPEST CUTLASS 78-83 MALIBU 78-88 MONTE CARLO & GM G BODY 82 SKYLARK 82-87 CAVALIER

6 Points ...... from 184.95

HERE IS A LIST OF APPLICATIONS WE CURRENTLY OFFER:

84-88 CELEBRITY 2 DOOR 87-96 BERETTA 88-94 CAVALIER 94-97 CUTLASS 95-05 CAVALIER 95-96 MONTE CARLO CHEVETTE VEGA MONZA

88-91 CRX 90-93 ACCORD 92-95 CIVIC 93-97 DEL SOL 96-00 CIVIC 97 & NEWER PRELUDE 99-09 S2000

GENERAL MOTORS TRUCKS

05 TIBURON

06 HUMMER H3 54 PICK UP 67-72 PICK UP - BLAZER 73-87 PICK UP, 73-91 BLAZERSUBURBAN 82-93 S-10 PICK UP EXT CAB 82-93 S-10 PICK UP STD CAB 82-93 S-10 BLAZER 88-97 PICK UP 94-02 BLAZER 94-02 S-10 PICK UP EXT CAB 94-02 S-10 PICK UP STD CAB LUV PICK-UP

GEO STORM

HONDA

03-07 ACCORD 88-91 CIVIC

HYUNDAI LEXUS 00-05 IS300 92-97 SC400

MAZDA 69 R-100 77-85 GLC 79-85 RX-7 86-92 RX-7 90-98 MIATA 93-02 RX-7 MX6

MITSUBISHI 03-04 LANCER 90-94 ECLIPSE 94-96 3000GT 95-99 ECLIPSE

MOPAR CARS

63-65 BELVEDERE/CORONET (B-BODY)

63-65 POLARA-330 (C-BODY) 63-66 DART 64-66 BARRACUDA-VALIANT 66-67 CORONET-SATELLITE-CHARGER 67-69 BARRACUDA 67-76 DART-SCAMP-SWINGER 68-70 AMX & JAVELIN 68-70 CORONET-CHARGERROAD RUNNER 70 HORNET 70-74 CHALLENGER - BARRACUDA 70-76 DUSTER-DEMON-DART SPORT 70-78 AMC GREMLIN 71-72 BELVEDERE-CHARGERROAD RUNNER-CORONET 71-74 JAVELIN & AMX 73-75 CHARGER-SUPER BEECORONET-SATELLITE 79 AMC SPIRIT 90-94 EAGLE TALON 94 EAGLE SUMMIT 94-01 NEON 2-DOOR 94-04 NEON SRT 94-96 STEALTH 95-2000 SEBRING - AVENGER 95-99 EAGLE TALON F BODY G BODY - DAYTONA L BODY 2 DOOR ONLY (OMNI HORIZON) ARROW

08-13 CHALLENGER

MOPAR TRUCKS PT CRUISER 01-05 LIBERTY 02-05 RAM PICKUP 81-87 PICKUP 95-01 RAM PICKUP 97-04 DAKOTA PICKUP CHEROKEE CJ5 CJ7 COMMANDO JEEPSTER WRANGLER YJ

NISSAN

03-08 350Z 84-89 300ZX 89-94 240SX 89-94 240SX CONVERTIBLE 89-94 SKYLINE 90-96 300ZX 95-98 240SX

OTHER DOMESTICS 33 WILLYS COUPE - CHOPPED 40 WILLYS HENRY J 47 INTERNATIONAL TRUCK

SUBARU 02-06 IMPREZA 93-01 IMPREZA

TOYOTA CARS 74-81 COROLLA 80-83 COROLLA 84-87 COROLLA 86 - 92 SUPRA 91-95 MR2 93-98 SUPRA STARLET

TOYOTA TRUCKS 2007 FJ 88 PICKUP 97-04 TACOMA PICKUP

VOLKSWAGEN 82-88 SCORROCO 85-92 GOLF GTI 2-DOOR 87-92 JETTA 87-93 FOX 93-98 JETTA BEETLE (OLD STYLE) CORRADO RABBIT

VOLVO 740 SERIES

PRICING DOES NOT INCLUDE ANY APPLICABLE SHIPPING CHARGES. PLEASE CONTACT ONE OF OUR SALES REPRESENTATIVES FOR A SHIPPING QUOTE.

SUSPENSION & CHASSIS Welded 4 Link Round Tube Frame Kits

24-0010 - Mild Steel ....From $649.95 24-00011 - Chromoly ...From $899.95 PARACHUTE MOUNTS

Sportsman 23-0200...Mild Steel ...................124.95 23-0200-CM...Chromoly .................199.95 Pro Series 23-0201...Single ......................................124.95 23-0202...Dual .............................................199.95 ANTI-ROLL BAR KITS

19-0001...Sportsman .............199.95 19-0002...Pro Series ..................299.95 19-0003...Elite Series ....................599.95 19-0004...Elite HD Series ...............899.95 4-LINK SUSPENSION KITS

24-0109...Sportsman ................249.95 24-0110...Pro Series ......................274.95 24-0111...Elite Series ...........................799.95 Swing Out Door Bar Kits

– Clevis Style Pro Series ......................................$74.95 Elite Series .........................................$124.95 WHEELIE BARS

Chromoly 32-0000 ...Sportsman 70” .......324.95 32-0001 ...Pro Series 80” ........549.95 32-0002 ...Elite Series 96” .......849.95 WISHBONES KITS

29-0001...Sportsman Bolt On ...149.95 29-0002...Sportsman Weld On ....149.95 29-0003...Pro Series ......................249.95 29-0004...Elite Series .....................299.95 DIAGONAL LINKS

29-0010 Sportsman Series ..$99.95 29-0011 Pro Series ............$149.95

SUSPENSION & CHASSIS

PLATE

REAR COIL OVER MOUNTING KITS

15-0001...7 1/2” Bracket 2X3” Back Brace ..........................124.95 15-0002...5 1/2” Bracket - 2X3” Back Brace ..............................................................124.95 15-0003...5 1/2” Bracket - 3” Axle Tube ..............................................................124.95 15-0004...Coil Over Mounting Kit 7 1/2” Bracket - 3” Axle Tube..............124.95

Add +400 for Strange Engineering Single Adjustable Shocks and Hypercoil Springs Add +650 for Strange Engineering Double Adjustable Shocks and Hypercoil Springs

CHROMOLY PLATE

Thickness 6”X12” 6”X36” 12”X12” 24”X24” 0.032.............$6.50 ............ $15.00 ...............$12.50 .......... $50.00 0.040.............$7.50 ............ $17.50 ...............$15.00 .......... $60.00 0.050.............$8.00 ............ $18.00 ...............$16.00 .......... $64.00 0.063.............$9.00 ............ $20.00 ...............$18.00 .......... $72.00 0.090.............$11.00 .......... $25.00 ...............$22.00 .......... $88.00 0.125.............$15.00 .......... $34.00 ...............$30.00 .......... $120.00 0.190.............$22.50 .......... $55.00 ...............$45.00 .......... $180.00 0.250.............$30.00 .......... $70.00 ...............$60.00 .......... $240.00

TUBING

FUEL CELLS

4130 CHROMOLY TUBING Pricing is per foot

SUMPED SERIES

18-0103... 3 Gallon .................$129.95 18-0105... 5 Gallon .....................$154.95 18-0110... 10 Gallon.......................$194.95 18-0115... 15 Gallon..............................$209.95 18-0120 ... 20 Gallon ...............................$214.95 FLAT BOTTOM

18-0104... 4 Gallon .................$144.95 18-0111... 10 Gallon ...................$214.95 18-0116... 15 Gallon.......................$229.95 18-0121... 20 Gallon..............................$234.95 PRO SERIES – 12AN & 10AN Feeds

18-0103-PS... 3 Gallon............$149.95 18-0105-PS... 5 Gallon ...............$174.95 18-0110-PS... 10 Gallon .................$254.95 18-0115-PS... 15 Gallon ........................$269.95 18-0120-PS... 20 Gallon ...........................$274.95 STREET SERIES

18-2121... 12 Gallon .................219.95 18-2161... 15 Gallon ....................234.95 18-2162... 15 Gallon.........................234.95 18-2171... 17 Gallon ...............................279.95 18-2172...17 Gallon ...................................279.95 18-2191... 19 Gallon ......................................284.95 ACCESSORIES

Mounting Kits ....................From 34.95 Filler Necks ...........................From 49.95 Roll Over Valves ........................From 24.95 Sending Units...................................From 39.95 Anti Slosh Foam .................................From 14.99

27-0200 ...3/8 OD .049 Wall ......$3.78 27-0211 ...1 1/4 OD .049 Wall ...$5.48 27-0201 ...1/2 OD .035 Wall ......$3.98 27-0212 ...1 1/4 OD .065 Wall ...$5.68 27-0202 ...1/2 OD .049 Wall ......$4.26 27-0213 ...1 1/4 OD .095 Wall ...$7.05 27-0203 ...5/8 OD .049 Wall ......$4.46 27-0214 ...1 1/4 OD .120 Wall ...$7.48 27-0204 ...3/4 OD .049 Wall ......$4.66 27-0215 ...1 3/8 OD .095 Wall ...$7.58 27-0205 ...3/4 OD .058 Wall ......$4.74 27-0216 ...1 1/2 OD .065 Wall ...$6.36 27-0206 ...1 OD .058 Wall..........$4.86 27-0217 ...1 1/2 OD .095 Wall ...$8.25 27-0207 ...1 OD .065 Wall..........$5.25 27-0218 ...1 1/2 OD .120 Wall ...$8.76 27-0208 ...1 OD .083 Wall..........$5.88 27-0219 ...1 1/2 OD .188 Wall .$11.35 27-0209 ...1 OD .188 Wall..........$8.36 27-0220 ...1 5/8 OD .083 Wall ...$7.85 27-0210 ...1 1/8 OD .058 Wall ...$5.18 27-0221 ...1 3/4 OD .083 Wall ...$7.92 DOM TUBING Pricing is per foot 27-0100 ...1 1/2 OD .120 Wall ...$6.72 27-0102 ...1 3/4 OD .120 Wal ....$6.98 27-0101 ...1 5/8 OD .120 Wall ...$6.87 ERW TUBING Mild Steel Tubing. Pricing is per foot 27-0001 ...1 5/8 OD .134 Wall ...$3.40 27-0002 ...11 3/4 OD .134 Wall ...$3.45 $3.45

WATER TANKS 5 Gallon Tanks 21-0105 ..... 1” NPT Fittings ..................................................$199.95 $199.95 21-0106 ..... 1” NPT Fittings – Rule 2000 Pump ....................$324.95 21-0107 ..... 1” ¼ NPT Fittings ..............................................$199.95 21-0108 ..... 1 1/4” NPT Fittings – Rule 3700 Pump ..............$399.95 10 Gallon Water/Fuel Combo Tanks 21-0109 ..... 1” NPT Fittings .................................................$399.95 21-011010 . 1” NPT Fittings – Rule 2000 Pump ....................$524.95 21-0111 ..... NPT Fittings.......................................................$399.95 21-0112 ..... 1 1/4” NPT Fittings – Rule 3700 Pump ..............$599.95 7 1/2 Gallon Tanks 21-0113 ..... 1” NPT Fittings ..................................................$224.95 21-0114 ..... 1” NPT Fittings – Rule 2000 Pump ....................$349.95 21-0115 ..... 1” ¼ NPT Fittings ..............................................$224.95 21-0116 ..... 1 1/4” NPT Fittings – Rule 3700 Pump ..............$424.95

www.rpm-mag.com | october 2017

All sheet, plate, and tubing costs do not include any applicable shipping charges. Please contact one of our sales representatives for a shipping quote.

Due to flucuations in material costs, pricing may vary without notice. ALL PRICES SUBJECT TO CHANGE WITHOUT NOTICE

47

MARINA BLUES

rs.

a ! en a huge success for ovegrin35e ye X O B a in A N WERowIer Package Guide hasmbbeination of parts for your en IT’S PO sswork” P e right co

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©2017 EDELBROCK, LLC

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october2017 | RPM Magazine

ALL PARTS LEGAL FOR USE ON PRE-POLLUTION CONTROLLED VEHICLES ONLY.

PASSION FOR PERFORMANCE

BOB MIFFLIN’S 1969 CHEVELLE SMALL TIRE STREET/STRIP Chassis: Fully boxed and notched factory frame with additional chromoly fab work by Jeff Campbell Fabrication. 6-point cage with swing-out side bars.

Suspension & Brakes: FRONT: Fat Man Fabrications tubular upper and lower control arms. Wilwood double-adjustable shocks with Jegs 2-inch drop spindles and Wilwood 4-piston disc brakes. REAR: TRZ upper and lower control arms and anti-roll. QA1 springs with Wilwood double-adjustable shocks. Wilwood 4-piston disc brakes.

Body & Paint: Factory steel/OEM-style sheetmetal and trim from Dean Lewis at Southern Illinois Muscle Cars. Prepped and painted by Bob Mifflin.

DuPont Marina Blue basecoat/clearcoat paint. Matte black Yenko-style graphics.

Engine: Balanced and blueprinted 555 ci big block Chevy built by owner and Jeff Campbell. 4.60 bore/4.25 stroke. Dart Big M block with Eagle 4340 crankshaft, Eagle H-beam connecting rods, and JE 10:1 pistons. Erson solid roller camshaft with COMP pushrods. Brodix aluminum heads with Yella Terra shaft rocker arms.

Induction, Power Adder, and Fuel Delivery: Edelbrock Victor Jr. intake with Ken Jones Performance blow-through carburetor. ProCharger F1R supercharger with custom air-to-air intercooler and NOS cooler spray bar.

Full return-style E85 fuel system with Aeromotive billet Eliminator pump and Aeromotive billet filter.

Exhaust: Hooker ceramic coated headers with custom exhaust by Jeff Campbell Fabrication.

Electronics & Ignition: MSD 7AL digital box with MSD Pro Billet distributor.

Transmission & Driveline: GGM TH400 built by John White at Centralia Transmission. TCI 3,400 rpm stall converter. Gear Vendors overdrive.

Differential: Narrowed (5 inches) GM 12-bolt posi with Moser 33-spline axles. Richmond 3.50 gears.

Tires & Wheels: FRONT: 15x3.5 Billet Specialties Win Lite wheels with Nexus 26x7.5-15 tires. REAR: 15x10 Billet Specialties Win Lite single beadlocked wheels with Mickey Thompson ET Street 295/55-15 tires.

Special Thanks: “Jeff Campbell, brothers Doug and Tony, and of course wife Trish for putting up with me!”

BOOSTED & COOL The spacious 555 rat motor rocks a ProCharger F1R huffer with a trick NOS-chilled air-to-air-intercooler sandwiched behind the grille. and safety, while a Denny’s Driveshaft Nitrous-Ready series 4340 non-twist driveshaft equipped with a Strange billet yoke ensures that power makes it back to the 12-bolt.

Mifflin next turned his attention to the paint and body, which he of course handled himself. First, the nearly half-century old Chevy steel was

massaged into showroom-fresh condition, with abused and weathered pieces replaced with parts sourced from Dean Lewis at Southern Illinois Muscle Cars. Wanting the classic looks to remain, Mifflin did not alter the body or factory trim at all before applying a slick coat of DuPont Marina Blue basecoat/clearcoat

www.rpm-mag.com | october 2017

49

MARINA BLUES

CRUISE READY The well-appointed cockpit features black vinyl ProCar seats, AutoMeter gauges, and Alpine sounds. Likewise, the clean trunk houses a custom amp rack, NOS nitrous bottle, and an Optima Red Top battery.

paint and matte black Yenko-style stripes down the flanks.

Setting off the unfettered stockstyle exterior is a set of brandspanking-new Billet Specialties Win Lite black and machined aluminum wheels. 15x3.5 fronts have been shod with Nexus tires, while single beadlocked 15x10 rears have been equipped with

295/55-15 Mickey Thompson ET Street tires. A matched set of 4-piston disc brakes have been installed at each corner to provide quick stopping.

Lastly, Mifflin handled the modest interior updates himself, as well. While a full upgrade is planned for this winter, the current mix of factory-style black door panels,

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

ASSEMBLED POWERGLIDE TRANSMISSIONS re Signatuoduct r Racing P

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

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

$84995

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october2017 | RPM Magazine

Win Big.

Trick Flow’s PowerPort ® 365 aluminum cylinder heads were designed and built for you to win races.

These extreme performance race heads for big block Chevy engines flow a massive 424 cfm @ .900" lift. The high-strength castings can withstand enormous amounts of compression and RPM. Rectangular-shaped 365cc CNC Competition Ported runners, 119cc heart-shaped chambers, CNC bowl blended valve seat transitions, 24° intake valve angles with 4° side cants, and the highest quality valvetrain components help make PowerPort 365 heads the best choice for your car.

Use PowerPort 365 heads on your engine and turn your goal of winning into reality!

Dyno Results PowerPort 365

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

1710RPCT

www.rpm-mag.com | october 2017

51

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

MARINA BLUES carpet, headliner, and rear seat pairs nicely with the custom look of the Jeff Campbell chromoly 6-point cage and Scat ProCar bucket seats.

G Force 3-inch harnesses keep occupants safe, while a thumping 1,200-watt Alpine stereo keeps them entertained. The LeCarra leather-wrapped polished aluminum wheel sits just ahead of a carbon fiber dash insert stuffed full of UltraLight gauges, and a Hurst Quarter Stick has been coaxed into the factory center console.

Mifflin says that while he’s pretty pleased with where the

52

car is currently, in his eyes, it will never be “done.”

He’s been particularly happy with the new forced induction system and is eager to get it to the track soon to see how it does compared to his previous naturally-aspirated setup.

“Coming from a small town, just watching people look at the car and engine and trying to figure it out is always entertaining,” he added.

But probably not as entertaining as giving them a serious case of the Marina Blues after handing out another loss at the track, hey Bob?

october2017 | RPM Magazine

www.rpm-mag.com | may2017

53

W story by photos by

S tan S mith

Tia E lizabeth action photos by B rennan S hortall

hen you get your first car at 15 years old, before you are even old enough to drive, wrench on it until the day you get your license, then go to work for a couple of mechanics who are hardcore drag racers, then go on to get your mechanics license and after a few years in the grind, start your own shop. It’s a pretty safe bet that sooner

or later you are going to get into fast cars in a big way. And that’s exactly what happened to Roger Jongerden. But it’s this car in particular—a blown and injected 1970 Camaro Pro Modified— that Jongerden has waited his entire life to build… and it is stunning!

“I have been involved with cars since I was 15 when I bought a 1970 Firebird and then worked in the automotive trade

DRIVING URGE

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october 2017 | RPM Magazine

since turning 16. I started my mechanic’s apprenticeship in 1977 and 40 years later here I am. I have worked as a mechanic ever since.”

Two of the guys Jongerden worked for along the way—Joe Bene and later Bruce Boland—are both well-known racers, and he would not only gain knowledge from his motorhead bosses but would also acquire a strengthened calling toward fast cars and drag racing. In 1989 Jongerden would go on to start his own shop in Hamilton, Ontario; Rogers Auto Repair and still operates it today.

Roger ended up crewing for Bruce Boland’s Pro Mod team as his clutch tuner for many years and did so all while racing his own 1970 Chevelle tube chassis car. Jongerden paid his dues in fast cars by taking it step by step at the dragstrip, and is not one of those guys who just jumped right into a topshelf 3,000 horsepower Pro

Mod. He started turning wrenches first, then got behind the wheel.

“It was powered by a 995 horsepower 613 cu. in. big block Chevy” said Jongerden about his Chevelle. And it was no slouch, running bottom 8-second passes in the quarter. “It just seemed to eventually feel slow, going 8.06 at 172 mph in that car.”

It was while working on Boland’s team where he got the urge to get behind the wheel of his own Pro Mod, and that urge just seemed to get stronger and stronger. “Finally,” said Roger. “That driving urge,” no pun intended “came to a head and I planned to build my own Pro Mod. I really owe Bruce a huge debt og gratitude for all he has done for me” he said.

It took two years to build the car from scratch, but Jongerden certainly had a large pool of expertise to draw from, not to mention his own experience. And the end result

LETHAL. INJECTED. Seeing a 1970-bodied Camaro in competition is a refreshing change in pro mod. From the front, the build looks like a stone cold killer, while mile-long wheelie bars carry the theme out back. The dual chutes provide the whoa needed to slow down from another 225+ mph pass.

www.rpm-mag.com | october2017

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ON THE DOWN LOW The Camaro literally sits down in the low cut grass at our shoot location, it truly is slammed to the weeds. The Cynergy body resembles a ’70 but you wouldn’t want to template it for accuracy to its original counterpart. It has been lengthened, widened, and completely customized with a “fastback” style for high-speed aerodynamics.

DRIVING URGE is certainly one of the cleanest builds we’ve seen at this level.

Jongerden enlisted Lionel at LJ Chassis to construct the pro mod chassis which is certified to SFI 25.1 specifications, and then he took on the monumental task of building and assembling the car himself, with the help of family. “I assembled the car with my son Roger, Jr.” told Jongerden.

“He was my sole helper in building this hotrod in our shop at home. Together

we assembled the car multiple times and disassembled it again and again and again until everything was perfect.” Then, the pair took it apart one more time to complete the powder coating and chroming along with plumbing and wiring (which they also did themselves), after which the final assembly was tackled.

So dedicated to knowing his car inside and out is Jongerden that he even built the engine, transmission and rearend

www.rpm-mag.com | october2017

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DRIVING URGE

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october 2017 | RPM Magazine

himself in his home shop. With the Camaro complete in early 2016, it made its debut at Canada’s largest car show in Toronto, Ontario where it took a total of eight first place awards.

“The car’s most unique features are probably its cleanliness and neatness,” said Jongerden. “I really wanted it to be special and

it looks like it paid off.

My family and friends tell me I have OCD…” he laughed.

Spring came and so did race weather in Canada and the first task was to complete the required licensing passes in order to be able to drive the car in Pro Modified competition. Roger runs with the Ultimate Showdown series which sees rootsblown doorslammers from both Canada

and the United States compete. 2016 was definitely a shakedown year for Roger and his team as they fought both tuning and chassis issues, and by the time the season was over they had only about a dozen hits on the Camaro and most of them were for licensing purposes.

All that changed in 2017, though, and with Willy Kerr onboard tuning the car as crew chief it has allowed

SHOW AND GO Roger Jr. helps dad get fitted up for his next run while 3,000 horsepower of pristinely detailed alcohol-injected Hemi sits between the rails of the LJ-built chassis. There’s no shortage of billet aluminum here, including the engine itself. An MSD Pro Mag 44 magneto handles spark distribution to the massive BAE powerplant.

R.A.R.E. stands for Rogers Auto Racing Enterprises.

www.rpm-mag.com | october2017

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DRIVING URGE

LIGHT THE FIRES...

STRIKE THE TIRES Roger heats the massive tires prior to a hit at Canada’s Toronto Motorsports Park.

ROGER JONGERDEN’S 1970 CHEVY CAMARO PRO MOD Chassis Type & Mods: 115-inch double frame rail pro modified chassis built by LJ Chassis in West Lincoln, Ontario. Powder coated by Total Coatings in Stoney Creek Ontario.

Suspension & Brakes: FRONT: Strange struts with Strange carbon fiber brakes. Santhuff double adjustable shocks with Strange carbon fiber brakes.

Body & Paint: Body, deck lid, doors, and front end all carbon fiber from Cynergy Composites. Black urethane paint by Bill Palamarchuk.

Graphics and stripes by Mike at MJ Signs in Ridgeway, Ontario. Carbon fiber rear wing, wickerbill and spill plates by Tim McAmis. Carbon fiber tubs and interior panels.

Engine: BAE billet block, 4.5-inch bore. Bryant 4.150-stroke crankshaft, R&R connecting rods, Trend pins, JE pistons with Total Seal rings. BAE 8 heads with stainless valves and Pac springs-serviced by Atchison Machine in London Ontario. Olson oil pan, Plueger oil pump, Crane custom grind camshaft, Motorsports Unlimited lifters, Trend push rods, Stage V rocker arms, Manton stands and shafts.

Induction & Power Adder: BAE mag intake manifold, PSI 14/71 Roots-style supercharger with ERD mods done by Carl Spiering. Faulk carbon fiber injector hat with ERD injector spacer. Enderle barrel valve.

Fuel system flowed by Jon Salemi at Resolution Racing Services.

Transmission & Driveline: Lenco CS1 3-speed transmission with Bruno drive, Neal Chance bolt-together torque converter, Meziere flexplate, and Trick Titanium bellhousing.

Differential: G-Force fabricated housing, Strange floaters, Strange 9.5-inch nodular third member with 4.30 gear, and 40-spline gun drilled axles. Carbon fiber driveshaft by PST. Special Thanks: “To my family, my dedicated crew of Roger Jr., Tim Hoffman, Reg Bourdeau, Lionel Chubaty (chassis), Bruce Boland (for his experience, advice and lots of parts) and Carl Spiering (for suspension setup and info) and our new edition, Willy Kerr as crew chief.”

Billet

Roger to focus on his job, driving 3,000 horsepower down a quarter-mile dragstrip. Despite numerous weather cancellations early in the year, by July

2017 Roger had made his best pass to date, a 6.31 at 224 mph in the quarter-mile. And there’s more to come as every time out Jongerden gets more comfortable in the

seat of the Camaro and the team jells with every success on race day.

The bullet in the Camaro is as bad as they come with a BAE .100-inch tall 4.500-

Caps

The largest cap on the market!

No need to fight getting ice into your intercooler again! With PRP’s new billet machined extra-large filler caps it is not a problem at all. These one of kind extra-large caps offer almost a 7” opening and are sealed with a Buna-N O-ring for a water tight seal. All kits are completed with an anodized finish in either clear, red, blue, or black. Two available styles complete with stainless steel hardware in either a weld on version, or bolt on version.

www.prpracingproducts.com

268 Geiger Road • Philadelphia , PA 19115 Phone: (215) 969-3550 Fax: (215) 969-3548 Email: info@prpracingproducts.com

www.rpm-mag.com | october2017

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DRIVING URGE

inch bore billet block, Bryant crankshaft swinging R&R rods pinned to JE pistons with Trend pins.

BAE 8 heads boast Stage V rocker arms, Manton stands and shafts and are serviced just the road by Atchison Machine in London, Ontario. A Crane custom grind camshaft commands Motorsports Unlimited .904inch lifters and

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october 2017 | RPM Magazine

SWEET INSIDES Fit and finish in, on, and under the car are superb with powder coating and chrome accents throughout. The cockpit is is less complicatedlooking than you would think with the most important source of information, a Racepack Ultra dash sitting front and center. The rear of the cabin is occupied with massive carbon fiber wheeltubs, required for the ginormous rear tires.

ELSEWHERE...

Roger’s passenger is a Lenco CS1 3 speed transmission with Bruno drive unit, Neal Chance bolt together torque converter, Meziere flexplate and Trick Titanium bellhousing. Up front Strange struts are paired with Strange carbon brakes.

www.rpm-mag.com | october2017

65

Trend push rods.

A BAE mag intake manifold is topped by a PSI 14/71 roots style supercharger (as per class rules) with ERD mods done by Carl Spiering and a Faulk carbon fiber injector hat with ERD injector spacer bringing in massive amounts of fuel and air.

A Lenco CS1 3-speed transmission with Bruno drive, Neal Chance bolt together torque converter, Meziere flexplate and Trick

Titanium bellhousing transfers the power rearward to a G-Force fabricated housing with Strange floaters,

THIS CHROME WILL BRING IT HOME The bullet proof fabricated housing stuffed with all Strange equipment is as short as they come.

Note the tight confines between suspension bars, shocks and tires. The four link with wishbone locator affords plenty of adjustability, and the carbon fiber divershaft is lightweight... not to mention cool to look at!

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october 2017 | RPM Magazine

DRIVING URGE

continued on page 76

www.rpm-mag.com | october2017

67

Page 68

www.rpm-mag.com

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

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Page 69

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Page 73

Race Orgs, Tracks & Events

Page 74

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

Transmission Converter Clutch & Rear Differential

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Tires & Wheels

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Page 75

Strangeeng.net 847.663.1701 Don’t Just Race

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DRIVING URGE

FAMILY MATTERS TOP: Left to right: Roger’s wife Helene, Roger, his daughter Kayla, and son Roger, Jr. RIGHT: The crew that is getting the job done in 2017: Willy Kerr (Crew Chief), Tim Hoffman, Roger Jongerden, Roger, Jr. and, Reg Bourdeau.

Strange 9.5inch nodular third member with 4.30 gear and 40-spline gun drilled axles.

Aside from running the 6.30 pass in July, the first pass down the dragstrip in a Pro Mod has to be the fondest moment with the Camaro

for Jongerden to date. “I remember the very first hit I made in the Camaro, my stomach was full of butterflies. The car ran 1.003 seconds to the 60-foot and then shook my brains out…I lifted!” He laughed. “But we’re over that now!”

“Cody James Gillespie Oct.2 1992-Nov 5.

2016. Roger is Cody’s dad’s lifelong friend.

The decal on Rogers’s car was designed

by Cody’s parents and Cody’s best friend Aaron Hopman. The semicolon is to bring awareness to mental health/suicide. His name is to honor him. The heartbeat is to symbolize that his heart will beat on through all of us who loved him so dearly and the heart is incomplete because a piece of our hearts will forever be missing.

The decal as a whole is a continuation of Cody’s story and life. It does not end with his death. His legacy will live on forever through our love for him."

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october 2017 | RPM Magazine

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www.rpm-mag.com | october2017

77

HOT EVENTS

TOM BAILEY’S

WOODWARD PRE-PARTY

1

>>A fast street car meet and greet leading into the big show

E

photos courtesy of

very August, tens of thousands of vehicles descend on Detroit for the Annual Woodward Dream Cruise, and this year fast street car guru Tom Bailey

B arry Fagan

and

wanted to add some extra punch for his peers leading into the already sizable event.

The Woodward Dream Cruise is arguably the largest classic car event in the world, hosting vehicles

Tara Turbo -H urlin from all levels; from factory stock to absolutely wild.

In honor of the 10Wide Racing/RPM Magazine Gus’s Drive-In days held in Wisconsin a few years back, Bailey decided to try and gather some

“cars with chutes” to lead a Woodward pre-event party. The parking-lot style event would see owners of some of the baddest cars in the land rub shoulders with other likeminded gearheads at all levels in a

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no-pressure, come as you are cruise-in.

“As a last minute deal I contacted the guys at Clubhouse 81 in Auburn Hills and they jumped at the opportunity to host the event, so I put it out on Facebook

october 2017 | RPM Magazine

www.cvrproducts.com

2

3

4 1: Even though this was a last-minute event and it had rained all day, there was dedication shown by the amount of fast cars that rolled in during and in between the rain drops.

2: Jim Pranis (Charger) and Lisa (Grand National) dodge rain drops while pulling into Clubhouse 81 to enjoy some cold beverages, hot food, and high-quality bench racing.

3: As more cars pulled in, hoods were popped and owners met, and then the talk shifted to how everyone expected to do on Woodward the next day.

4: There was a row set aside for cars with chutes and Bailey was able to fill the entire row quickly.

5: Speaking of chutes, a mini bike showed up with one, although he may have borrowed it from a little plastic paratrooper. It was still a chute nonetheless.

5

Wednesday that we would have our first annual event that Friday!” said Bailey.

With such short notice, Tom wasn’t sure what to expect or how many cars would show, but with strong participation already lined up for a street legal race on Woodward Avenue Saturday morning, he hoped for the best.

Come Friday (August 18th) the weather was not looking favorable for the gathering, but Bailey held out hope. “We had rain on and off all day and the prediction was rain all evening

so now we knew we could only expect the diehard guys that will drive their junk no matter what,” added Bailey.

“Which is perfect, as this was not an event for the lawn chair guys anyway. I wanted the guys that actually drive their car on the street or to the track, line them up to race and then drive it back home.”

And Bailey got exactly that. Even with the somewhat dismal forecast, some of the world’s baddest street cars showed up to support the event.

“It was definitely

not a disappointment. We had over a dozen cars with chutes show up, and these were not trailer queens with show chutes, either, they were legit street driven race cars that needed the chutes by NHRA rules.”

Bailey points to the fact that, despite the huge pile of internet talk about how fast certain cars are, when it comes to PROVEN 6-second quarter-mile street cars the actual number is around 10, “Well we had 3 of them onsite!” he exclaimed.

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79

TOM BAILEY’S 6

7

8

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october 2017 | RPM Magazine

6 & 7: If you’re into ultrafast street cars and you don’t know Joe Barry and his ’56 Chevy, then you’ve been living in cave too long!

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8 & 9: Bryant Goldstone brought his crazy 6-second Javelin out from Indiana.

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10 Obviously, Tom had his own Sick Seconds 1.0 Camaro in the house, and joining him were Bryant Goldstone in his crazy 6-second Javelin out of Indiana and Joe Barry in his bad to the bone 1956 Chevy all the way from Colorado

(all three being featured first right here in the pages of RPM).

In addition to the 6-second machines, there was a slew of legit street-driven race cars joining in. “We had Rick ‘doc’ Fox in his yellow Corvette,” added

10: Kyle Beamont out of Illinois drove his beautiful boosted Trans Am to Bailey’s Clubhouse 81 PreParty.

Bailey, “Jim Kline in his GTO, Lisa O’Connor in her Grand National, Kyle Beamont from Illinois in his Trans Am, Cory Box from Ohio with his blown black Corvette, Jim Chenhall in his silver third-gen Camaro, Jim Pranis in

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www.rpm-mag.com | october 2017

81

11 11 & 12: Bailey’s original SICK 1.0 Camaro was in the house. Due to a mishap at the track in testing a few weeks prior, SICK 2.0 was undergoing some minor surgery. The garbage bags on the chutes were to protect them from the scattered showers.

82

13

12

october 2017 | RPM Magazine

TOM BAILEY’S 13

14

13 & 14: Looking from the inside or outside of Cory Box’s blown Vette, is an equally intimidating experience!

his Charger, Rick Steinke in the 4 door ‘honk if the parts fall off’ Malibu, and the list goes on and on.”

As a matter of fact, when the race ended on Saturday, three of the final four cars were in attendance with Bailey Friday night, which is a testament to

www.rpm-mag.com | october 2017

83

TOM BAILEY’S 15

15: Jim Chenhall’s silver third-gen Camaro was in “Chute row.” Check out the trailer hitch!

16: The sun did eventually shine and here it highlights the single turbo’d hard charging small tire ’67 4-door Malibu of Pennsylvania’s Rick Steinke.

17: The wing on Jim Kline’s killer GTO contrasts the ominous sky above.

18: Even a few trucks that were out for the weekend-long Woodward event showed up for the Friday night cruise.

16

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october 2017 | RPM Magazine

17

18

the horsepower he had on hand for his gathering. “The plan is to turn this into an annual event and make it an exclusive event for only cars with parachutes and bring back that vibe we had at the Gus’s Drive-In a few years back.”

www.rpm-mag.com | october 2017

85

RPM QUICK TECH

SKINNY SHOULDERS

>>The solution to great fitment with head and neck restraints from Racequip

by

I

Chuck Scott

n the July issue of RPM we talked about head and neck restraints and I set up a new Z-Tech unit for use in project 4 Lug Thug.

Right after that, we took the car to the track for the first time. It was a learning experience in more ways than 12. One thing that I found was that the 3-inch wide shoulder belts from the harness were a little too wide causing

1 1: Our new 6-point camlock RaceQuip harnesses are a brighter color, making them easier to latch in dim light. The camlock design is also quicker to latch in any order. Lastly, the narrower upper strap is designed to fit our head and neck restraint better than the old 3-inch straps we had.

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october 2017 | RPM Magazine

2

it to be tricky to get them positioned and tightened down. Also, in my old age, I found it cumbersome to get the old-style standard latch fastened in the dim lit car.

First thing Monday morning after ordering a new bronze distributor gear to replace the one the car ate, I ordered a new 6-point harness from Racequip. The new harness had three key features the old one didn’t. The first two were for convenience. The third

3

4

2: As you can see here, the wide shoulder straps from the old harness are too wide to lay into the shoulder troughs on the head and neck restraint.

3: The new harness made specifically for a head and neck restraint works perfectly with the narrower upper section on the two shoulder straps.

4 & 5: Always secure the mounting tabs of your harness to the car’s chassis and not by just drilling holes in the floor sheet metal.

Harness mounting should be planned out and provisioned for when the rollcage is installed.

If you have a street car without a cage, you can sometimes use the factory seat belt mounts for the lap belts and use large thick fender washers on each side of the floor pan for the others.

Notice our new harness is a 6-point instead of the typical 5-point. A 6-point harness crotch strap has two mounts going to one camlock attachment clasp instead of just one. This spreads the load to the insides of your thighs instead of directly on your crotch. Not only is installation different due to the extra mounting tab, the position relative to the seat pass through hole is different too. With a 5-point you want the mount to be directly under the hole in the seat or a little forward of it towards the firewall.

The strap is supposed to be parallel to your seats lay-back angle or your shoulder straps on your chest. With a 6-point the straps are mounted behind the seat pass-through hole towards the back of the car by a couple inches.

5

www.rpm-mag.com | october 2017

87

RPM QUICK TECH 6

7 6, 7, 8, & 9: Start out threading your slide bar adjusters with the lower strap fed through with the bottom and top bars on the adjuster exposed and the center bar covered by the strap. Estimate the length you will need and bring your upper strap end under the top bar over the center and under the lower bar just like the lower strap. This is where some people think they are finished, however, this may not hold under heavy pulling force. Next, bring the strap back up over the lower bar and center bar and back under the upper bar. When you are done, you should only be able to see the upper bar exposed.

10: Repeat the same process for each strap and check to make sure they are adjusted to the same length and the adjusters are all in the same position.

8

10

was that I got red this time. That wasn’t for a fashion change, rather, it was because black harness straps in a black interior in a dark car being searched for by a one-eyed guy that is stuffed in like all the leftover taco filling

88

into the last shell are hard to locate. Going red will make it easier to see and for the crew members to verify it is on properly.

I also went with the camlock latch system. There isn’t anything wrong with

october 2017 | RPM Magazine

the traditional style latch and it releases instantly—it’s just that you have to latch it in order and line up the ends to get it buckled, which takes a minute if you aren’t exactly slim.

The camlock buckle is super easy and can be

9

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www.rpm-mag.com | october 2017 89 ONLINE ORDERS ARE SHIPPED FROM THE NEAREST STOCKING DEALER.

RPM QUICK TECH clicked together in any order as long as you plug the strap ends into the correct receptacles in the latch. You can easily get buckled up without even looking.

The last and most important new feature of the harness is the narrow upper section of the shoulder straps.

They are designed specifically for use with a head and neck restraint system. The narrow straps lay into the head and neck (H&N) restraint’s shoulder channels to securely locate the straps so they can hold the H&N restraint down and it can do its job.

It is very important to remember once you install one of these type harnesses, you have to use your head and neck restraint every time. The harness with the narrow shoulder

90

section cannot be used alone. The wide 3-inch straps are not just for looks. The wide strap spreads the load on impact to prevent breaking your collarbone.

The 2-inch strap on this harness can cause serious injury if you were in a bad crash without an H&N restraint.

I wanted to share the install process of the harnesses so you would be aware of this option, but I also realized it would be a good time to discuss proper installation of the straps. Among other things, simply walking the pits at any race you will find folks with the belts fed through the slide bar adjuster wrong. I have shown each step in feeding the strap through the adjuster so it doesn’t loosen in a crash.

october 2017 | RPM Magazine

11

11: Put your seat back in and check to make sure the belts all are in the proper position and there is adequate adjustment so that you can sit in the car with all your safety gear on and pull the harnesses tight. Stay safe and have fun!

SOURCE RaceQuip 813.642.6644 www.racequip.com

www.rpm-mag.com | october 2017

91

RPM COOL TOOLS 1

Fantastic Fastener Tool

>>Mounting your goodies just got easier thanks to Ridgegate Tools and their MaxDuty Swivel Trio 3-in-1 rivet/river nut/rivet stud tool

by

Toby Brooks

W

hen working on a project car, there is no shortage of fastener needs that crop up. For example, while working on Project aPocalypSe Horse, we were looking for a simple way to secure some of the tinwork. After trying our cheapie import tool store pop rivet tool with no success, we started

looking for other options.

That’s when we discovered the versatile AVAK MaxDuty Swivel Trio 3-in-1 rivet tool from Ridgegate Tools (MSRP $259.99).

Thinking all we really needed was a better quality rivet gun, we were initially a bit intimidated by the larger sive of the AVAK MaxDuty compared to the little junk tool we had before. However, one rivet installed and

we knew the truth: this was a clearly superior option.

The 3-in-1 Trio SAE UNC comes shipped in a blow molded case that securely stores heads for 1/8-inch, 5/32-inch, 3/16-inch, 1/4-inch, and 1/4-inch structural rivets, #8-32, #10-24, 1/4-20, 5/15-18, 3/8-16, and 1/2-13 rivet nuts, and #8-32, #10-24, 1/4-20, and 5/16-18 rivet studs. Never having used a tool with the capability of installing

rivet nuts and rivet studs, we were anxious to put the MaxDuty to the test. We were not disappointed.

Although the wellbuilt tool comes complete with everything you need to install the various sizes of rivets, riv-nuts, and rivet studs, we first needed to get an assortment of those fasteners in order to try it out. We turned to eBay, and for around $20 delivered we had a broad assortment to

ready ourselves for most any fastener task.

Our first such trial involved an ABS speaker plate that needed some riv-nuts to secure a midrange driver. We could have used the cheap looking sheetmetal speed nuts that came with the speakers, but the mount would be visible through the door panel. Instead, we opted for four of the #10-24 riv-nuts with black Allen bolts for a cool, high tech look.

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october 2017 | RPM Magazine

1: The AVAK MaxDuty Swivel Trio 3-in-1 tool comes complete with mandrels for a variety of sizes of rivets, rivet nuts, and rivet studs. It is available in both SAE and metric. We chose the SAE version.

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2

䴀甀氀琀椀ⴀ䘀甀渀挀琀椀漀渀愀氀 唀渀氀椀洀椀琀攀搀 倀漀猀猀椀戀椀氀椀琀椀攀猀 䄀嘀䄀䬀 䴀愀砀䐀甀琀礀 䘀氀攀砀 吀漀漀氀 䬀椀琀 ∠ ㌀ⴀ椀渀ⴀ㨀 刀椀瘀攀琀Ⰰ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀 ∠ 䘀氀攀砀椀戀氀攀 栀愀渀搀氀攀猀 昀漀爀 攀愀猀礀 猀琀漀爀愀最攀 眀椀琀栀漀甀琀 氀漀漀猀椀渀最 愀渀礀 氀攀瘀攀爀愀最攀⸀ ∠ 唀渀椀焀甀攀 儀甀椀挀欀匀眀椀琀挀栀 昀攀愀琀甀爀攀 昀漀爀 爀愀瀀椀搀 昀甀渀挀琀椀漀渀愀氀 挀栀愀渀最攀 ∠ 䠀攀愀瘀礀 搀甀琀礀 猀甀瀀瀀漀爀琀椀渀最 猀琀愀椀渀氀攀猀猀 昀愀猀琀攀渀攀爀猀 愀渀搀 猀琀爀甀挀琀甀爀愀氀 昀愀猀琀攀渀攀爀猀 昀愀猀

刀椀瘀攀琀 ㄀⼀㐀ᴠ ⠀㘀⸀㐀洀洀⤀ 刀椀瘀攀琀 一甀琀 ㄀⼀㈀ᴠ ⼀ 䴀㄀㈀ 刀椀瘀攀琀 匀琀甀搀 㔀⼀㄀㘀ᴠ ⼀ 䴀㠀

3

Rivet nuts are especially useful in blind holes where getting a nut on the backside would be difficult or impossible.

For example, a firewall or trunk floor might be a perfect application so that you don’t need a friend to hold the nut on the backside.

After measuring the rivet nut with a digital caliper, we selected the proper drill bit and marked the panel. Assembly of the MaxDuty using the included mandrels is easy, but we’ll admit we didn’t realize that the left hand threads weren’t accepting the stud for a few turns. The left hand threads allow

2 & 3: The locking foldable handles allow for easy storage when not in use and maximum leverage when you need it. We needed to add some threaded inserts into a piece of 1/4-inch ABS to secure a speaker, so we loaded in the #1024 rivet nut mandrel.

刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀

䔀û漀爀琀氀攀猀猀 愀渀搀 䔀ϻ挀椀攀渀琀 䜀攀琀 琀栀攀 樀漀戀 搀漀渀攀 昀愀猀琀 䄀嘀䄀䬀 刀嘀䐀 愀渀搀 刀一䐀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀 ∠ 䰀攀瘀攀爀愀最攀 琀栀攀 瀀漀眀攀爀 漀昀 瀀漀眀攀爀 琀漀漀氀 昀漀爀 攀û漀爀琀氀攀猀猀 爀椀瘀攀琀椀渀最 ∠ 唀瀀 琀漀 ㈀砀 愀猀 昀愀猀琀 愀猀 洀愀渀甀愀氀 琀漀漀氀猀 ∠ 匀洀愀氀氀 瀀爀漀漀氀攀 昀漀爀 攀砀琀爀攀洀攀 瀀漀爀琀愀戀椀氀椀琀礀 ∠ 唀猀攀 礀漀甀爀 搀爀椀氀氀 昀漀爀 搀爀椀氀氀椀渀最 愀渀搀 爀椀瘀攀琀椀渀最⸀ 一漀琀 漀渀攀 漀爀 琀栀攀 漀琀栀攀爀⸀ 䴀漀搀攀氀猀

刀嘀䐀ⴀ㄀ 㨀 唀瀀 琀漀 ㄀⼀㐀ᴠ 爀椀瘀攀琀猀 刀一䐀ⴀ㄀ ⴀ嬀匀⼀䴀崀㨀 唀瀀 琀漀 ㌀⼀㠀ᴠ 漀爀 䴀㄀ 爀椀瘀攀琀 渀甀琀猀

刀一䐀ⴀ㄀

刀嘀䐀ⴀ㄀

圀圀圀⸀刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀⸀䌀伀䴀

刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀

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RPM COOL TOOLS 4

7 5 the mandrel to thread onto the inset without loosening on the tool body. Once we figured that out, it was smooth sailing the rest of the way.

With the insert slipped into the panel, we threaded the installed mandrel (attached to the tool) into the insert and pulled the pair of handles down, crushing the back side of the insert against the panel and securing it in place. As the scored insert crushes down, it locks itself into place, ensuring a secure threaded attachment point without even pulling out a tap.

Although we haven’t had a chance to use the tool on our tinwork since it came back from

powder coating, it will be perfect for securing panels. It will also be great for providing mounting points for the plethora of electronic components that will be installed on the car. While threaded thin-wall tubing only has enough thickness for a few threads if drilled and tapped, a threaded insert will provide plenty of threads to ensure a secure mount.

The tool worked great for our quick trial run, and we look forward to putting it through its paces once our car comes back for final assembly. If you’re looking for the best available rivet/ rivet nut/rivet stud tool on the market, we think this is it!

4: The Swivel Trio can install rivet studs (top left), rivet nuts (middle right), or traditional rivets (bottom).

5, 6, & 7: With the insert in position, a simple squeeze of the handle is all it takes to securely seat it. We mounted a speaker and it was a breeze!

SOURCE

Ridgegate Tools/AVAK 866/977.4343 www.ridgegatetools.com

6

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RPM PROJECT CAR 1

EXTREME WEIGHT LOSS CHALLENGE

EPISOD E ON E

story and photo by

Chuck Scott

>>The Thug is counting calories with the help of Be Cool Radiators, our Eastwood Plasma and an army of grinders and saws

I

t was three weeks until the first scheduled race with RPM Magazine’s Project 4 Lug Thug so we were going over everything before the big day. The last two things on the

checklist were a final scaling and alignment check. When the car was set up race ready, it was lowered onto the scales and panic ensued. Convertibles are notoriously portly but ours has a fiberglass

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october 2017 | RPM Magazine

hood, deck lid and dash, along with a mostly chromoly cage, steering column and suspension.

The Thug still weighed in at an unacceptable 2939, uh um, and that is without the 280lb driver! Something had

to be done and fast. The lofty goal was a drop of at least 300 pounds with 200 of it being gone in less than three weeks.

Getting 300 pounds out of a car is never easy, but it’s even more challenging for a

1: Like we’ve said many times, we are regular folks at RPM, so our projects take time just like most of yours will. When you take a long time to build your car, don’t be surprised when trends and technology leave you behind. Back when we started our build, it was popular to smooth the engine bay. We originally made apron panels, smoothed the firewall, made filler panels to connect the strut towers to the firewall and welded up all the little holes. We will keep everything the same from the strut towers back, but from there forward gets the hack.

1 convertible. Not only are convertibles built with extra bracing due to no solid roof, the doors are different than other Mustangs with no upper window frame.

That means no available

composite doors. Then there is all the framework and mechanisms of the top itself, all of which adds up quickly. It was determined that the first area to attack was the front end. Ol’ 4

Lug still had steel fenders and all the front frame and sheet metal. You may recall from a while back we made our stock bumper cover removable with Quik-Latch Minis and

molded in our oldschool Markowitz lower valance.

The stock bumper support and lower radiator support had already been replaced with round tube but the rest was all still there. The game plan was to cut out as much as possible while keeping enough of the factory framerails to work off of to keep from worrying about relocating everything to meet any potential

future rules.

Follow along as we show you what we were able to replace with lightweight alternatives and what we decided to cut out altogether. While we didn’t bring in a celebrity trainer, we were still able to get our drop top project car down to fighting weight using a few simple strategies that you can use on your very own build!

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RPM PROJECT CAR

4 2 3 2 & 3: I made a couple little cups with some angle cut tube and a couple washers. These will be the mounts for the Quik-Latch studs for the front corner of the hood. Before cutting out the old aprons and upper radiator support, we made a support tree off the side of the frame lined up with the hood QuikLatch holes in the radiator support and the front fender mount holes in the apron. This way we won’t have to figure out those mounting points from scratch later.

4: Not only are we cutting out the inner aprons and radiator support, the frame rail will be cut down shorter and capped with some plate to make it square and uniform. Some masking tape is used to make a straight cutting guide.

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5: We took about an inch of the frame height off and it went back to full height at the motor plate. Some 1.25-inch tubing is bent with the Woodward Fab bender and welded to the factory upper strut tower bracing and to the fame rails right at the front motor plate.

5

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6 6: With the tops of the frame rails gone, I had an idea to use the protected space to run the 10AN hose feeding the CVR oil accumulator inside the rail and a 90° bulkhead fitting was used to pass through to the engine bay. The cable for the left wideband O2 sensor and headlight wires were ran through, as well. Some high temp wrap was used along with some DEI Firetape to protect everything from the heat of welding the steel plate lids to the top of the rails. Short tacks were used in welding the plate on, being sure to move around and allow it to cool. The only downside to putting all this stuff inside the rail is if it ever fails it will have to be cut out to repair.

Hopefully it will last a long time.

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7 7: The driver’s side is capped and two 8-pin Deutsch bulkhead connectors are used to make nice receptacles on the outside of the frame rail for the headlights and Holley wideband sensor. With the planned removable Harwood one-piece frontend, we will need to be able to quickly connect and disconnect the headlights that stay in the frontend.

RPM PROJECT CAR

8

9

8 & 9: Yeah, I know, the right front tire is mounted backwards. We had just swapped out the 24-inch tall Mickey Thompson front runners for some 26-inch versions of the same tire and I didn’t realize the tire shop had mounted them both the same direction until I put them on the car. We flipped it over on the rim before taking it to the track. No hose is needed on the passenger side, so we just ran the right O2 sensor cable and wires for the Meziere water pump and radiator fan. A few extra wires are put in just in case we ever want to put anything else up front. The passenger side is capped with steel plate just like the driver’s side. It is definitely looking lighter, but surprisingly not as much as we thought. All the metal we cut out was thrown in a box and weighed in at a paltry 23-pounds, and we put nearly 4-pounds back in with the plate and support tubes, tree and fire sleeve. We are not done yet though.

8 & 9: Ok, what do you do as an encore after raising a Roush Mustang 15 feet in the air in 2015? Simple, go big or go home! Once again, PowerFest sponsor Ken’s Towing flexed their towing and recovery prowess as they raised this massive cement mixer truck to the delight of all. -Brian Milne photos

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RPM PROJECT CAR 10

10: With the new open front end, we certainly can’t put the full size radiator back. That would look like a elephant riding a moped. The old radiator was a lightweight singe core Be Cool unit that I have had in two cars and bought about 15 years ago. It has served well and always kept the multiple engines it’s been in front of, cool as cucumbers even with stop and go street driving. I called up Be Cool for a new smaller replacement. Be Cool has a large variety of about 1,100 different ready-to-go radiators, but they also can customize one for non-typical applications in their Special-Build Department. They took one of their Pro-Stock Scirocco radiators and customized it for our application. A 16AN inlet is used and a Meziere water pump mounting plate is used instead of an outlet. Mounting tabs are added for a custom mounted fan that positions the fan over to one side make room for the water pump.

I opted to leave off a filler neck since the radiator will be lower than the engine intake manifold water outlets. Using a high mounted filler neck and radiator cap will make it easy to keep air out of the system.

11 11: Be Cool uses extremely high quality Spal fans to provide years of trouble free cooling. Ours has flaps in the shroud that allow air to pass through at higher vehicle speeds and suck shut when depending on the fan for airflow.

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1.800.691.2667 | www.becool.com www.rpm-mag.com | october 2017

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RPM PROJECT CAR 12

13

12, 13 & 14: The new Be Cool radiator is different from our old one in more ways than just size. The old one is a drop in replacement for Mustangs that I added a 16AN inlet and outlets onto, and later a Meziere water pump plate. It has the traditional Mustang passenger side inlet and driver’s side outlet. The new one has both the inlet and outlet on the passenger side. Even though the new radiator is smaller, it actually has a much thicker core (14). The new one is almost twice as thick. So far the car has displayed about the same cooling capacity as before. The old radiator was 17 pounds with a 16-inch electric fan without a shroud. The new unit is 13.375 pounds with the Spal fan. That’s only a 3+ pound savings from the radiator itself, but more is saved in reduced water capacity. Water weighs 8.34 pounds per gallon, so it doesn’t take much to make a difference.

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14

16

15

17

15, 16 & 17: There was just enough room for the craftsmen at Be Cool to add the Meziere water pump mount. Having Be Cool set up the radiator not only saves time and trouble, it makes for better looking welds than I would have done. The Meziere radiator mount water pump separates with a few Allen bolts and the back section then bolts to the water pump mounting plate. It has O-ring seals at the mounting plate and between the back and main body. The main body of the water pump simply bolts back to the rear section and it’s ready to use. Not only is a radiatormounted pump optimum for water pickup, but it also isolates it from engine heat and vibration for longer life.

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RPM PROJECT CAR 19

18

20

18: Besides the traditional mounting tabs on the bottom, I had 1/4-inch threaded bungs added on the front of the side tanks for mounting since we won’t have an upper radiator support anymore.

20: New brackets are made to mount the coolant overflow tank and crankcase vacuum tank to the front support tubes on each side of the radiator. This thing is starting to look like a baby Pro Mod with the new scantily clad front end. It’s about ready for the new one-piece Harwood front clip to cover up its private parts.

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october 2017 | RPM Magazine

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19: I added some lower mount pads with permanent studs welded in for easy one-wrench removals. Some 1/2-inch tubing was used to make the supports for the front mounting bungs.

Not having an upper radiator support makes for easy access when working in the now open engine bay and makes a big passage for pulling the engine with the radiator removed.

21: The Earls AN hoses are reconfigured for the new plumbing paths and the CVR accumulator is re-installed in its prior location.

Now the oil feed is only exposed a few inches from the frame rail to the accumulator and protected from heat and potential damage from the belt.

22: I flipped the Meziere water distribution block upside down so that the water temperature sensor is now on the under side.

It almost didn’t fit, but I managed to squeeze a new Be Cool billet water neck onto the top of the distribution block. Now the water is filled at the highest point in the system and not the top of the radiator. With the smaller radiator, it is even more important than ever to avoid air in the system, so this setup all but ensures that can’t happen. I used a Be Cool 25-pound cap to top it all off. The end result not only looks great, but it is lighter and makes maintenance easier, too. A win-win-win!

So far we’ve dropped about 35 pounds just through these relatively simple modifications alone, but that’s just the beginning. We’ve got plans for more to meet our lofty goal of 300

pounds down. Catch us next time as we show you the install of the Harwood fiberglass frontend and lightweight Go Lithium batteries.

Losing weight has never been more fun!

SOURCES Be Cool 800.691.2667 becool.com

Meziere Enterprises 800.208.1755 meziere.com

Eastwood 800.343.9353 eastwood.com

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RPM PROJECT CAR

1: Your eyes aren’t tricking you... that’s the Mustang actually at the body shop! After four years of trials, tribulations, trick fabrication, and triumphs, she’s finally in the home stretch and will be getting some color in the next month or two! But first we have a few more tricks up our sleeve, and it took some work last month to get here. Check out what we’ve been up to.

PART 40

AT LONG LAST

>>Our project car finally heads on down the road to Braddy Custom Paint!

108

1

story by

I

f you have been following along as we have been working away to build our noholds-barred pro street project Mustang, you know things haven’t always gone according to

october2017 | RPM Magazine

plan. You also know that we’ve been in another paint shop before only to have to pull it out when we realized that the fabrication work that was supposed to be complete wasn’t even close. However, as they

say, there’s no testimony without a test, and finally at long last our project has turned the corner.

After Steve Yates of Yates Performance Chassis finished up fabrication chores and got the body mounted, he delivered

Toby Brooks

the car to Braddy’s Custom Paint when Tim Braddy and his crew will handle the task of getting some color on this thing. However, before that could happen, Yates and his crew had some work to do.

2

2, 3 & 4: With the chassis back from powder coating, Yates re-mounted the S&W Race Cars fabricated 9-inch rearend using the freshly coated 4-link bars and mounted up the massive Mickey Thompson tires and Budnik wheels. Likewise, he re-installed the front suspension to get the bare chassis rolling again.

Last month, the chassis was powder coated beautifully by Denco Powder Coating Services in Herculaneum, Missouri. Yates picked the chassis up and reassembled the suspension enough to get it rolling. It is amazing how motivating it is to finally see that

3

4

5 25.3 chassis all one color for the first time in its existence.

The next chore was to prep the body for mounting, since we planned for it to be permanently affixed to the chassis once it was lowered in place.

As with any project that has been in and out of several shops, every place had different ideas as to how best to do things. The first chassis shop that had the car had notched the factory rockers on the interior side to allow clearance

5: With the chassis rolling again, Yates turned his attention to the body to prep it for mounting. He started by using his Miller MIG welder to stitch both fabricated rocker filler panels all the way around.

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109

RPM PROJECT CAR for outer framerails. However, the next shop planned to run exhaust through those rocker channels, so the outer bars re moved inboard. While that was fine, it left two gaping holes that needed to be fixed.

Steve started off by using a hammer and dolly to work the fabricated panels already in place to prep for welding. Using a MIG welder, he painstakingly worked his way around the entire perimeter, stitch welding the

rocker fillers all the way around and in the notched hole that was no longer needed, too.

With the rockers done, crew members Jaden and Justin Yates applied seam sealer and sprayed chassis black to protect everything from corrosion. It was critical to complete this step now, as there would be no way to access these parts of the car once the body was lowered down over the chassis and secured in place. Elsewhere, Steve contin-

ued the process at the firewall. Altogether, the team had to stitch weld, seam seal, and spray roughly 12 feet of seams on each side of the car, and while no one will ever see the results on the finished product, it was the only way to do the job right.

With those tasks complete,

6 7: With the perimeter fully stiich welded, Yates applied seam sealer to ensure moisture couldn’t penetrate from the outside of the car and sit down in the rockers or the floor pans.

As low as the car is and the fact that it will be street driven, this step was essential.

7

6: This large notch had to be filled. To minimize warpage, you have to use small stitches and constantly move around to minimize heat build-up. Although it is a slow, painstaking process, it is the only way to really do it right.

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8

9 10

11

10, 11, & 12: With everything readied for body mounting, thick duct tape was applied to the chassis to protect it against accidental scrapes. Using a come-along up front and an engine hoist in back, the body was lowered into place.

12

8 & 9: Steve got his youngest crew members, Justin (left) and Jaden (right) Yates, in on the action, too.

Here, Justin is prepping the rear-most body for seam sealer while Jaden sprays the completed rocker with chassis black. While this part of the car will never be seen, it is one more step to protect the factory steel from the threat of corrosion.

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RPM PROJECT CAR 13 15

14 13, 14, & 15: The last major fabrication chore was to finish up the sheetmetal work under the hood. Carrying the theme of bead rolled and dimple died steel panels, Yates created this cool look.

It will be fully welded and smoothed before paint.

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16

16 & 17: We tell you we are just like everybody else when we build a project car, and here’s proof. No fancy quarter-million dollar toter home/stacker combo here. Steve transported the Horse two hours south to Braddy Custom Paint on an open trailer, gathering no shortage of looks from folks along the way. Notice the nose-in-the-air stance, as the Ride Tech adjustable suspension was fully aired up to ease loading.

17

18 18: Once the car arrived at Braddy’s Custom, Tim and his crew jumped in right away. Here, Brian Podschweit & Derrick Webber got started blocking the quarter panels, trunk lid, and doors, marking problem areas with a grease pencil to ensure further attention later.

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RPM PROJECT CAR 19: Brian, Derrick, and Tim (left to right) rely on a trick set of GoToBlocks billet sanding blocks to help get everything laser straight.

20: More on this next month, as we have some cool door handle plans to share!

20

19 the chassis was rolled under the body and the steel shell was lowered down for what should be the last time.

Yates then bolted the body onto the chassis using grade-8 bolts through the chassis mounting pads and into the corresponding 1/4-inch plates that were welded into the body, ensuring

everything is secure to withstand the rigors of street driving or the likely 180+ mph top speed.

Steve also finished up the final bit of fabrication work under the hood, making and tacking in a number of bead rolled and dimple died panels to add a finished look.

This entire area will be

fully welded and body worked before being sprayed with body color.

With fabrication done, Yates loaded the car on an open trailer and headed two hours south to Braddy’s Custom Paint, where Tim Braddy and crew members Brian Podschweit and Derrick Webber got started right away.

e rear suspension is all Calvert Racing and even includes their etary 9-way adjustable CR series rear shocks (not shown).

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october2017 | RPM Magazine

At press time, they had already blocked the doors, quarter panels, and trunk lid and were working on the front clip. We have some trick door handles coming from half way around the globe, and next month they should be closing in on finalizing body prep, hoping for paint shortly after.

Stay tuned!

SOURCES Yates Performance Chassis 618.292.9712

Braddy Custom Paint 618.937.1936

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| september2017

115

ECTED Max-Locker Electronically controlled traction-enhancing differentials are selectable lockers offering the traction control of a limited-slip differential and a full-locking differential — all in one! Can be switched on or off “on the fly,” at any road speed and is quiet! Ask your Parts Pro salesperson for more details.

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september 2017 | RPM Magazine

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