RPM Magazine March 2018 by RPMMAG

V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpm-mag.com E-MAGAZINE ASSOCIATE EDITOR.................TOBY BROOKS toby.brooks@rpm-mag.com EVENT MEDIA..........................................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.

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.

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RPM Magazine has been a world leader in motorsports publishing for 19 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.

Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, and TIM BIRO.

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EDITOR’S RANT

Chris Biro

don’t be

THAT GUY (OR GIRL)!

s we get a few months into another year in the performance and race industry we encourage you to get out in the shop and start wrenching....it’s already March! Street car, drag car, show car, weekend cruiser, whatever you have out in the garage, time is running out. Unless you live in one of the warmer climates, the weather is not yet car-friendly, so put down the remote, get off the web and start preparing your ride for action, we still have time. You don’t want to be that guy/girl saying “I’m not ready.” We all hear it, and most of us have probably said it once or twice...“sorry I can’t make it. My car is not ready yet.” What do you mean your car is not ready? When you put it away for the winter under it’s own power you vowed to get right on it in November, so what happened? Life, that’s what. Don’t be ashamed we all do it, we’re human and sometimes—either by choice or necessity—we procrastinate. There’s an old saying that I try to live by: “don’t put off until tomorrow what you can do today.” The bottom line: do it now or things will start to pile up and before you know it the pile will be so high that it will be tough to get out from under. It’s March now, so if you haven’t spent some time wrenching yet, chances are that you will try to rush through things to be ready for the nice weather. Here’s my Top Ten helpful organizational tips to get you and your car rolling smoothly through the next few months. Most are common sense, but often get set aside until we get a friendly reminder. 1. First, don’t rush! Just because time has dwindled away with the holidays and New Year’s celebrations, don’t let that put you into a panic. If you create a plan, things will work out. 2. Create a plan (you can see where this is going). Do yourself a favor and put your intentions (both parts and work) down on paper. I know that using a pen is all but a lost art, but try it, or at the very least make a digital list that can be printed out. 3. Post your plan/list. No not on social media, and DO NOT RELY ON YOUR HAND HELD DEVICE TO STORE YOUR PLAN! Here’s the rub, (and another old saying) “out of sight out of mind,” and there’s science behind it. It has been shown time and time again that by constantly seeing something several times a day—say like walking by an 8 1/2 x 11 paper pinned to your fridge, tool box and desk a dozen times, even if you are not consciously looking at it, you see it. Your brain processes it and tells you that in some way it is important. This will help prevent delaying your work. For my projects, I print several of the same list to post along my daily walking routes at home

and work and always tape one to the glass of the car we’re working on. 4. Use as many of your body’s senses as possible. In other words, don’t just write out your list but read it out loud, and don’t be shy to collect your parts, open them up for that touchy-feely thing, and then put them in a place where will you will see them often, as well (sorry wives and husbands of motorheads!). 5. Schedule specific work times and STICK TO THEM! Shy of an emergency, don’t let anything stand in your way of meeting your scheduled work times. Whether it’s after work or on weekends, be sure to start early/on time and work as late as possible. Remember, you have already allotted the time for this so make it count. 6. Share your goals with others. By talking about your car (which we all love to do) and in particular your parts/work list you are in fact using another sense to drill what you need to do into your head...but don’t let the talking get in the way of working on your car. Also, ask for help! Don’t think you can tackle everything yourself. It’s ok to call in re-enforcements to give you a hand, especially in March! And some of those people you are talking to about your car may be willing and able (skillwise) to help. 7. Research. Be sure to research the parts you need thoroughly before parting with the cash. There’s nothing that will hold up a project more than having to have to change out wrong or inadequate parts. Use the web, social media, and the parts companies’ sales support staff to help you make the right choices the first time. 8. Give yourself a sense of accomplishment. Make sure to always refer to your list and cross off any parts obtained or work completed. There’s nothing like the feeling of getting something done to keep you motivated. 9. Plan your work and work your plan. When you get down to working, stick to your planned program. If you are having a shop to do some work, be sure that you thoroughly communicate your work plan with them. Having your car in a shop even just a few extra weeks can really throw your schedule off. At the same time, don’t be the person who is always asking the shop to do more work (which takes more time) and then get ticked off when they take too long with your car...that, my friends, is your own fault. Good shops are booked solid so stick to your plan but consider their schedule, too. 10. Be sure to have ALL the parts and TOOLS you need for the job at hand BEFORE you start. It will save you a bundle of time.!

march 2018 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 21 Accufab Inc............................ 76 Aeromotive........................... 50 AFCO..................................... 99 Alan Johnson Performance (AJPE)................................. 61 Alston Race Cars.................... 18 Applied Racing Components (ARC).................................. 39 ARP/Karbelt........................ 108 ATI Performance Products..... 84 Auburn Gear.......................... 42 Autoglym............................ 111 AVAK/Ridgegate Tools........... 47 Baer Brakes......................17, 59 Bear’s Performance............... 35 Be Cool.................................. 91 BES Racing Engines............... 28 Bill Mitchell Products.......12, 34 Blower Shop............................ 5 Borla................................... 106 BTE Racing............................ 86 C&C MotorSports................... 44 Calvert Racing Suspensions... 92 Canton Racing Products........ 29 CFE Racing Products.............. 11 Chassis Engineering...........8, 81 CN Blocks.............................. 94 CNC Motorsports................... 49 Coan Engineering.................. 62 Competition Products......... 104 Covered Wagon Trailers......... 98 Crane Cams........................... 93 Crower.................................. 38 CVR Products....................... 102 DART..................................... 28 Design Engineering..........48, 87 Diamond Pistons................... 78 DIRT...................................... 95 DIY Auto Tune/MS3-Pro EFI... 10 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 20 Dynocologists........................ 23 Dynomite Dynamometer...... 13 Dynotech Engineering........... 96 Ed Quay Race Cars................. 26 Edelbrock.............................. 30 Energy Suspension................ 46 G Force Racing Transmissions.81 Geostorm.............................. 98 Granatelli Motorsports.......... 19 GZ Motorsports..................... 37 Harland Sharp....................... 23 Harwood............................... 90 HoleShot Wheels................... 40 Holley.................................2, 45 Howard’s Cams...................... 25 Hughes Performance............... 7 Induction Solutions............... 64 Indy Cylinder Head................ 80 Innovate Motorsports.......... 100 JE Pistons.......................33, 107 Jesel...................................... 14 Justice League..................... 105

JW Perform. Transmissions.... 94 Kinsler Fuel Injection........... 105 LenTech Automatics.............. 44 Lokar Perf. Products............ 112 MagnaFuel.............................. 9 Magnuson Superchargers.... 107 MAHLE Clevite Inc................. 77 Manton Pushrods.................. 95 Meziere Precision Mfg............. 8 Mickey Thompson Tires......7, 12 Miska Trailer Sales................. 43 Mr. Cool................................. 96 MSD Ignition......................... 26 Neal Chance Converters....27, 65 Nitrous Pro Flow.................... 39 Nitrous Supply...................... 89 Parts Pro Perf Centers.......... 116 Performance Improvements.. 24 Perf. Plus Connection.......25, 50 Philadelphia Racing Products (PRP).............................56, 63 Powermaster Performance.... 24 Precision Turbo...................... 53 ProCharger............................ 67 Proform Parts...................... 112 Pro Systems Carburetors... 21,85 PTC........................................ 79 Quick Fuel Technology........... 34 Quik-Latch Products............ 108 Racecraft............................. 103 Racepak................................ 36 Racequip............................... 51 RAM Clutches........................ 41 Renegade Racing Fuels......... 52 Rhodes Race Cars.................. 83 Ross Racing Pistons............5, 35 RPM Magazine Subscribe!.114 S&W Race Cars...................... 97 Scorpion Racing Prods............. 9 Shafiroff Racing Engines..11, 82 Sharp Trailers........................ 79 Smith Racecraft..................... 88 Steve Morris Racing Engines. 31 Strange Engineering............. 16 Summit Racing Equip.....22, 115 Taylor Cable Products.......... 101 TCI Automotive...................... 37 Ti64..................................... 109 Tom’s Upholstery................... 14 Trick Flow.............................. 15 TRZ Motorsports.................... 17 Tuned By Shane T.................. 61 VP Racing Fuels.............32, 110 Weinle Motorsports.............. 40 World Products..................... 22

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

Often Imitated, Never Duplicated—For 19 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!

THE

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

RIDES It’s T-Time ...................................................................40 This street/strip Buick started with “this car isn’t as fast as my brothers”

Storm Warning....................................... 54 Troy LaCrone’s 7-second street-driven Camaro proves modern pro street joins killer good looks with performance to match!

For the Love of the Game..................... 78 Former football star Justin Lopes might have hung up the cleats,

Full Assault.........................................................................8

but that doesn’t mean he still doesn’t play to win!

This ’66 Chevy C10 hauls something other than hay

THE

PROJECTS & TECH Extreme Weight Loss: Episode 5..............................88 We continue our quest to get the old RPM mule down to a healthy fighting weight

Waylon.............................................................................. 22 Just some good old boys...

Shop Talk................................................................... 34 Be careful,wiring is not for everyone! You pay for what you get

Doubled Down.......................................................98 We add adjustability and strength with the upper torque box doubler kit from RaceCraft

TOWTECH

Gettin’ Hitched..........................................108 We test out a new torsion hitch unit from Gen-Y Hitch| on our Dodge Ram/Covered Wagon Trailers tow rig

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

march 2018 | RPM Magazine

www.rpm-mag.com | march 2018

story by

George Pich

photos by

Tia Elizabeth

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here was little doubt that Waterdown, Ontario Canada’s Mark Robert would be wheeling some sort of fast car on the street—and eventually the dragstrip—as soon as he was old enough to drive. “I can remember my dad bringing a transmission into our apartment living room to rebuild

it, and he was repairing and rebuilding cars constantly,” tells Robert. All through his childhood and into his teens Mark remembers his dad having some sort of fast car that he raced on the street and he even keeps a photo album filled with cars that he had lost, won, or bought over the years. As Mark grew older, he took an interest in

anything mechanical, and could often be found taking things apart just to see what made them tick. When it came to anything motorized he had, it wouldn’t stay stock very long. “I remember the first snowmobile I bought brand new. Three days later it had new pistons, clutch, pipe, and a re-jetted carb, all because I had lost a race,” he recalled

www.rpm-mag.com | march 2018

FULL ASSAULT

CLASSIC LINES How can you not love the look of the early production pickups? Mark Robert’s C10 shortbox stepside is all GM and the only lightweight body panel is a Harwood glass hood. Robert’s example has all the factory trim, including bumpers still installed. Sure it adds to the weight, but this is a street truck that needs to look good, too!

with a grin. It was at the pre-driver’s license age of 15 when Mark bought and built his first car and says that he would spend his nights just looking at it completed and waiting for his 16th birthday. After high school, the now car-crazy Robert went to work at Supreme Auto and

march 2018 | RPM Magazine

Collision where he eventually became the painter. On top of regular collision work, the shop became known for quality restorations and Mark would witness many high quality rides pass through the paint booth doors, but one in particular stuck in his head, a 1966 Chevy shortbox. The truck, once completed, would

go on to win numerous awards at Motion, which at the time was Canada’s largest indoor car show in Toronto. A few years later, after moving an hour or so down the road, Mark spotted a truck, wheels off sitting on cinder blocks in a side yard and it was, of all things, a 1966 Chevy shortbox stepside. “I

www.rpm-mag.com | march 2018

FULL ASSAULT

STICKY BUNS No chute or wheelie bars add to the incognito look of the grudge/no-time street driven truck. Big—but not over the top big—rear Mickey Thompson Drag Radial Pros hook the sizeable pickup.

RULE THE

march 2018 | RPM Magazine

STRIP

drove up to the house and asked if the truck was for sale,” he explained. “But very politely the owner said that he and his brother were going to ‘fix it up’.” Mark had to see the truck regularly during his drive to and from work and would check back with the owner every once in a while, just to see if he had changed his mind. Finally, after the fourth or fifth visit, the owner started to see just how bad Mark wanted the truck. “He said to me, ‘you really want the truck, how much would you gimme for it?’ And after a short chat we

decided on $1200 dollars.” Mark and his father had just opened a new business, Road Equipment Service Co. Ltd., and the truck was hauled off to the new shop. The time constraints of helping with a new family business took precedent over the truck though, and once it was stripped down most of the parts hung up in the shop rafters for the next five years. The 327/3 on the tree installed in the truck when Mark got his hands on it was beyond repair so he built a healthy 350 with twin 4 barrel carbs backed by a Super T10

www.rpm-mag.com | march 2018

FULL ASSAULT INTERIOR DESIGN Inside, Mark chose to keep as much of the OEM look of the C10 as possible and added the race equipment such as an array of under-dash mount gauges and switches, a monster tach and large nitrous pressure gauge and billet B&M shifter as needed.

trans. Over time, that combination would change to a 377, 400, 408, and eventually to the current 632 with TH400. The roomy Chevy Rat was assembled by Beatty and Woods in Mississauga, ON and is based around a tough-asnails Dart Big M block. A Manley crank with center counterweight

THE

ORIGINAL

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march 2018 | RPM Magazine

swinging Oliver rods pinned to Manley 10.5:1 gas-ported pistons fills the big Chevy. Mark says he is not too concerned about information sharing (as it takes more than a camshaft to make the total package work) and tells us that a Crane cam was used with 737 intake lift/314 duration and 726/324 on the exhaust

side. Pat Musi prepped Edelbrock Victor heads were studded in place and equipped with COMP roller rockers and girdles, and a Victor CNC-ported intake is topped by an AED 1375 cfm Dominator style carb. Paint and body, which is jet black and arrow straight, was han-

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www.rpm-mag.com | march 2018

Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations.

FULL ASSAULT

dled by Mark personally. The TH400 transmission build, 12-bolt rearend build, mini tub and 8.50-cert cage design, fabrication and install, and installing the engine and most everything else were also owner-completed along with the help of Team Stash

Racing members. “The main goal was to build a true street and strip truck that would turn some good ETs at the track, but be drivable most anywhere,” tells Mark. “Pump gas, true street that hurts feelings at the track,” he added with a smile.

Mark runs the truck in no-time drags with Ontario Street Outlaws and while it has won many awards and races, including the most recent Motorama 2016 Best Pro Street award, the most memorable moment to date is definitely an

Billet 3.812 bore case and support / D2002 HD 40 spline lightweight steel spool 10” Pro gear set / U1604 chrome moly 1350 yoke / U1610HD cap kit...... $4,895 Upgrades available

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march 2018 | RPM Magazine

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CLASSY CLASSIC There’s no shortage of cool original bowtie and classic speed parts on this street/strip warrior.

MARK ROBERT’S 1966 C10 SHORTBOX STEPSIDE Chassis & Suspension: Stock frame with motor plate and mid plate. Reinforced trailing arms, 12-point cage certified to 8.50. Front 3-inch lowering springs QA1 double-adjustable shocks. Rear 4-inch lowering springs with double-adjustable shock and antiroll bar. Modified and strengthened trailing arms. Engine: 632 cubic inch with Dart Big M block, Pat Musi/Victor heads, Manley crank with center counter weight, Manley 10.5 : 1 pistons, Oliver rods. Isky Red Zone lifters, COMP roller rockers and stud girdle. Crane cam (intake 737 advertised 314 deg duration exhaust 726 324 deg duration). Victor cnc intake with AED 1375 CFM Dominator style carb. ATI harmonic balancer, Moroso aluminum pan and valve covers, Meziere water pump, Powermaster alternator and custom 2 1/2-inch header to 4-inch collector. Power Adder: Nitrous Express Shark direct port nitrous system, 600HP. Electronics & Ignition: Innovate Motorsports O2 gauge. Maximizer 4 progressive nitrous controller. MSD programmable 6AL-2, MSD Pro Billet distributor, Innovate Motorsports 0T-2 with wifi for data logging, Painless 6 switch panel, Autometer Sport Comp tach with shift light. B&M roll control. Transmission: TH 400 stock case with Ultra Bell. All internals upgraded: 300m shafts, aluminum drums, 4140 hubs, reverse manual valve body with transbrake, Mark Williams yoke, Coan 9-inch 3,500 stall custom nitrous converter. Differential: Shortened 12-bolt with 3.73 gears, Moser spool, 35-spline axles,Strange pinion yoke and Ultimate 12 cover with axle tube supports. Body & Paint: Original Chevy steel, 4-inch cowl fiberglass hood, Urethane Black paint. Wood and stainless box floor. Tires & Wheels: 15 x 12 Centerline Convo Pro with 31.25 x 12.2 Mickey Thompson Drag Radial Pros out back with 15x 6 with 225/70 15 up front. Performance: All I can say is that the truck went 9.035 1/4 mile at 150.95 1.364 60 foot with a mild hit of nitrous…so if you want to line up…

www.rpm-mag.com | march 2018

WELL DETAILED Most of the work on the truck including the 8.50 SFI certified cage was designed and installed by Mark along with help from members of Stash Racing Team. The box floor was redone in hardwood strips and stainless steel.

on-track experience. “Beating Dean Carmine off the trailer in his turbo LS Mustang known as “The Loaf” has to be the best time with the truck so far.” After that, Mark says, the streetability of the C10 is great, “I can

march 2018 | RPM Magazine

drive it from Hamilton to Niagara Falls anytime, this is a true street truck!” The fact that it’s a 3,500-pound pickup is unique in itself, however it is the 632 cubes with 600 shot of nitrous that

helps those in the other lane understand just how unique the truck really is. Unfortunately, in grudge/no-time drag racing, your rep catches up with you quick once you lay the smack down a few times, and

FULL ASSAULT

RAT-TASTIC 632 inches of Dart block, Musi/Edelbrock headed big block fill the more than spacious engine bay. A Nitrous Express Shark direct port nitrous kit is capable of delivering 600 extra ponies to the big block.

www.rpm-mag.com | march 2018

march 2018 | RPM Magazine

TRICK TRUCK Mark Robert with his Full Assault Chevy C10 pickup.

FULL ASSAULT

UNDER THE C Don’t let the lack of bling under here fool you. There’s no need to do much frame work for strength, so the original frame was used and the focus was on lowering springs and adjustable shocks, and beefing up a 12-bolt rear enough to handle the hit.

The original “Temp” “Gen” and “Oil” warning lights just wouldn’t cut it for Mark’s build.

such is the case for Mark Robert and his Full Assault ’66 C10 Chevy. “The cat is pretty much out of the bag now,” laughs Mark. “But it was a real shocker at the track for grudge cars not expecting a truck to be that fast.”

www.rpm-mag.com | march 2018

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march2018 | RPM Magazine

story and photos by

Tabitha Sizemore

ne man’s frustration can become another one’s opportunity, as long as you’re in the right place at the right time. Browse any well-known racing

classifieds or even sale groups on social media and you can stumble across projects ready for a new owner at any stage of the game. With many years of accumulated racing experience between

two gentlemen: Jeramie Mattingly and Nick Redner, they were able to combine efforts when they stumbled across a deal they just couldn’t turn their backs on. Little did they know at the time, a

www.rpm-mag.com | march2018

WAYLON

white 1989 Ford Mustang that came to be known as “Waylon” was going to come along and make some waves for the two guys and their team: TEAM WEEEEE. But before Waylon came into the picture, we need to set the stage with the background story. Mattingly explains, “We ran my Nova in 8.5 classes for years. It was competitive and ran great, and we won a lot of races with it. Teammate of

TEAM WEEEEE, Stewart Jordan, purchased an ’87 Mustang coupe and I helped him finish it as our team does. Realizing he couldn’t drive two cars at once, Mattingly’s neighbor, Nick Redner who previously wheeled his own big tire ’63 Nova “Dirty Red,” took an interest in driving the car.” Redner sold the Nova and took up place behind the wheel of the ’87 Mustang. Between the

two, they racked up several wins with Jeramie in the Nova and Nick driving the Mustang. As 8.5 racing was getting faster with every passing weekend, Mattingly decided to retire his Nova and Jordan decided it was time to sell his ’87 Mustang. Right around the corner, however, the white Fox body was getting ready to come into the picture. Mattingly recalls, “One night at US60 in Hardins-

DON’T CALL ME HANK OR WILLIE In case you’re wondering where the name “Waylon” came from, Mattingly claims it boils down to a bunch of the guys sitting around and listening to a lot of old outlaw country. The Mustang was purchased from the previous owner with a Gary Rohe- built chassis.

march2018 | RPM Magazine

www.rpm-mag.com | march2018

burg, former owner of the white ’89 (which at that time was running under the name “The White Car”) was putting it on everybody in the 8.5 class. He broke the converter that night in the finals against John Pryor, and in disgust put the car up for sale.” Mattingly stumbled across the sale ad for The White Car and immediately went

march2018 | RPM Magazine

to Nick proposing that they buy the car. Rumor had it that a decent offer would probably be all that was needed to seal the deal, so Mattingly moved forward with the plan. “We asked Jeff (Jenks) what he wanted for the car, made him an offer, and forked over a down payment on the spot, and made the

trek to Ohio the next weekend to pick up the Mustang.” Once the white pony car was back in Kentucky with Mattingly and Redner, they set about fixing the converter and transmission, as well as giving the car a new identity. Spending their evenings fixing outlaw cars in outlaw country, what better name could there be

WAYLON

HOOKINâ&#x20AC;&#x2122; UP Out back, the â&#x20AC;&#x2DC;89 Mustang is sitting right on a Ford 8.8 with 35-spline gun-drilled axles, a Motive 4.30 gear, Strange spool and an anti-roll bar by Gary Rohe. The car has AFCO double adjustable shocks and Aerospace brakes all around. The stance is dead on and putting the power to the pavement is no problem.

www.rpm-mag.com | march2018

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than “Waylon?” “Waylon Jennings was the man,” said Mattingly. “And he was chasing a smoky white dream. It fit the car and fit us well too!” he added with a laugh. With Waylon locked and cocked, the pair was ready to get to the next level in Outlaw 8.5 racing. Initially they tried to run with the Nostalgia True Street class in the Outlaw Street Car Association (OSCA), and got decent numbers out of it. However, they struggled with the car as they were

required to add nearly 500 pounds to make weight all while maintaining a baby nitrous jet limit as per the rules. “We soon decided, why hold the car back, and ditched the weight and moved forward to bigger jets and new horizons. With some testing and progress on the tune and progressive, timing, and so on, I knew we were on to something,” explained Mattingly. Fall of 2015 rolled around and Waylon met up with a wellknown Wisconsin car, The Grinch, at

The Turkey Bash 2K15 in Hardinsburg, Kentucky. During the semi-finals, Waylon wound up losing the match, but not by much. Mattingly and Redner were happy, but knew they still needed to try a little harder. “That winter we didn’t do very much to the car. We didn’t even freshen the engine, but we came out swingin’ in 2016, running MX235.” The 1989 Mustang is making some serious steam courtesy a 434 cubic inch BESbuilt small block Ford with a Nitrous Express

WAYLON

GRUDGE MATCH Waylon and The Grinch passed the time over the winter and spring talking smack with one another and when the No Time race, GLUED at US-41 Motorplex rolled around, it was time for a good ole fashioned grudge match. With $3K on the line, Redner was able to hold off The Grinch and driver Trevor Peterson to take the win.

FRIENDLY RIVALRY A friendly rivalry between Waylon and The Grinch that started in 2015 continued on the following year. Once again the pair went head-to-head at The Turkey Bash 2K16, where Redner took the win in another grudge match and went on to beat them in the semi-finals in the 8.5 class as well.

www.rpm-mag.com | march2018

WAYLON POTENT PONIES The Stang sports a 434 cubic inch BES built engine with a Nitrous Express cross bar plate. Inside spins a BES custom ground camshaft, Callies crank, and Oliver rods.

548 cubic inch big-block ario, California dyno tested a Vrbancic Brothers Racing in Ont ched with an Edelbrock mat ds or 24° CNC cylinder hea Chevy with Edelbrock/Musi Vict over 1,550 horsepower . This combination resulted in Super Victor II intake manifold and 1,100 ft-lbs. of torque! Manley dual-spring valve ds feature an extra thick deck, Edelbrock/Musi Victor 24° hea ilable bare or complete. for up to .880” lift. They are ava springs and titanium retainers 270 tor intake manifold #29 The Edelbrock Super Vic e larg tch ma the ports to features a 3/4”radius in ds. hea er ind cyl t por oval CNC’d for a variety of custom This manifold is suitable er, ow sep hor h hig n der for mo cylinder heads required HP. + 950 g kin ma s ine large displacment eng FOLLOW US ON:

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ALL PARTS FOR USE ON RACING VEHICLES ONLY.

JERAMIE MATTINGLY & NICK REDNER’S 1989 FORD MUSTANG

FRESH FOMOCO Brad Ector tweaking the converter a few times has been a major help in making this small block N20 car put down the 60-foot and ET times that it does (although, we don’t know what those are). Waylon saw several changes in 2016: Dale Meers Racing Engines freshened the engine while a new bumper, fiberglass doors, and Optic Armor windows helped shave some pounds. The Racecraft strutless wing and new paint job by Ricky Jewell added a fresh new look, too.

Chassis: Gary Rohe Racecars built chassis. Suspension & Brakes: AFCO double adjustable shocks on the rear. AFCO double-adjustable shocks on the front. Gary Rohe anti-roll bar. Aerospace brakes. Body & Paint: 1989 Ford OnyxWhite, painted by Ricky Jewell. Optic Armor windows. Fiberglass doors. Racecraft strutless wing. Stroud parachute. Engine: 434 cubic inch BES, Kuntz and Company Trick Flow high port stock valve angle inline head. BES custom grind camshaft. Isky red zone lifters. Danny Bee beltdrive. Callies crank, Oliver rods, Jesel shaft mount rockers. Induction & Fuel Delivery: 1150 CFM Quick Fuel carburetor built by Scott Perkins Carbs. Commander 4.0 intake ported by BES. Magnafuel 500 pump. Magnafuel regulators. Power Adder: Nitrous Express cross bar plate, single entry, trash can N20 solenoid. Plate built and flowed by NPI Kevin Neal for Ultra Street originally. Electronics & Ignition: MSD grid. NLR nitrous controller. ARC overhead panel. Sportsman Racepak datalogger. Transmission & Driveline: Mattingly’s Performance transmission and differential. Reid case glide. 1.69 planetary, 10-clutch high gear drum, red race clutches, Kevlar band, Billet servo, ringless input shaft. Bradco Engineering billet bolt together torque convertor. Hurst shifter. Differential: 8.8 with 35-spline gun-drilled axles, Motive 4.30 gear and Strange spool. Tires & Wheels: FRONT: 17-inch V-Series wheels with Mickey Thompson tires. REAR: 15-inch Aluma Stars, beadlocked and powdercoated. Mickey Thompson 26 x 8.5 Pro tires. Performance: Ah Ah Ah. No can tell!. Special Thanks: Dale Meers Racing Engines, Scott Perkins SP Carbs, Ricky Jewell Autobody, BES, Bivins Race Cars, Jason Waterman, and of course the TEAM WEEEEE crew: Nick Redner, Stewart Jordan, Luke Saylor, Jeramie Mattingly.

cross-bar plate. Sitting atop the BES mill is a pair of Kuntz and Company Trick Flow High Port heads. Residing internally is a BES custom ground camshaft, Callie’s crank, and Oliver rods. “The 1150cfm Quick Fuel carb was built by Scott Perkins. He is a top notch guy, and has

done all our carb work on all our cars for years.” Mattingly does all the transmission and differential work himself so the Fox body sports a Mattingly’s Performance automatic and rearend. The torque converter is a Bradco Engineering billet bolt-together unit and out back the Stang sits on a Ford

8.8 with 35-spline gun-drilled axles, a Motive 4.30 gear and Strange spool. The early success from 2015 continued into 2016, and the trio saw more achievements. At the Outlaw Street Car Reunion II, they qualified third out of 32 cars, eventually losing in the third round to Jesse

www.rpm-mag.com | march2018

WAYLON

NO WEEEEE IN TEAM? Team Weeeee looks on as Nick readies to make a pass at US60 in Hardinsburg, Kentucky. Abele. They moved on and ran MX235 again with the Outlaw Street Car Association, winning at Lyons Raceway Park and managing a runner-up at Greater Evansville Raceway, and Nick drove Waylon to the points championship for the year as well. Midway through the year, however, they decided to take the car out for some No Time racing, which Mattingly claims was the best move they could have made. Nick had worked hard prepping the car and when Mattingly took up the driver’s seat for the first time, success came quickly. “We won the biggest race to date, the OSCA Revenge in Bowling Green. $10K in the 10.5 class on 8.5s, and split the $3K in the 8.5 class with Shane Moses and his brothers because we could not run the final due to time.” During the winter of

2016, Waylon saw several changes. Dale Meers Racing Engines freshened the engine. Optic Armor windows were installed as well as fiberglass doors, a new bumper, a Racecraft strutless wing, and a rear gear change. The car also saw a fresh paint job by Ricky Jewell. Waylon and team have made some serious accomplishments in every challenge they’ve taken on, and the nitrous-powered Fox body shows no signs of slowing down any time soon. “A lot of things we have done are trial and error, but I promise we got this thing rolling on an 8.5,” added Mattingly. “This car is on rails, and we are looking to stay out in front of the 8.5 game.”

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SHOP TALK

BE CAREFUL: WIRING ISN’T FOR EVERYONE JT

story and photos by

hen the weather takes a turn in winter’s direction around here, my phone tends to ring a lot with custom automotive

...YOU PAY FOR WHAT YOU GET

work. After all, it is the season to make any necessary repairs, as well as any unnecessary upgrades (had to write that—my wife was looking over my shoulder). But for the record, there is no such thing as an unnecessary upgrade. The very

march 2018 | RPM Magazine

word “upgrade” makes me salivate with anticipation. I recently got a chance to put my wiring skills to good use when I was hired to troubleshoot an electrical issue. Wiring is one of those areas that more often than not requires a special

level of knowledge to perform correctly. Too many DIY mechanics attempt wiring repairs with little or no working knowledge of a car’s electrical system. They assume red is positive, black is negative and electrical tape is the most

important tool to have at the ready. Back in the land of reality there is something called amperage, correct gauge wire, relays, and a perfectly planned circuit. I’ve repaired many “bad fuel pumps” simply because I knew they just

1 needed the correct gauge wire and a relay installed into the circuit. To save the guilty and protect the innocent, I’ve changed the names of all parties involved, as well as the car. Joe, who owns a very successful shop not too far from me, asked me to take a look at a 1965 Chevrolet Nova he was turning into a resto-mod for a customer. He and his staff could not get the electric fans to stay on, and when the car was shut off, it would kill the entire electrical system, not allowing it to restart. It took me about an hour to diagnose and fix the problem. A former employee of Joe’s, had designed and rewired the car from scratch. My initial findings uncovered he’d

1: A good way to “burn” through your hard earned money is to try and save some money by having a friend perform the job of a specialist. At a minimum, the initial money spent will more than likely be thrown away, leaving you back at square one. The worst case scenario is catastrophic failure that destroys your entire car. wired the relays incorrectly causing the circuit to blow when the fans came on. The alternator kept the car running, but when the car was shut off and re-fired, nothing happened. I repaired the relay wiring and had the guys start the car to test it. The fans came on at the desired temp and stayed on. They shut the car off and successfully restarted it. Mission accomplished. I told Joe that I uncovered a few more wiring “no-nos” while diagnosing the original problem. The overall job was not only performed incorrectly, it looked awful. I said my goodbyes, knowing this was not the last time I would be working on this car. Sure enough, a few days later Joe called me with a

2: Most professional shops have a few skilled technicians working day to day. The specialists and experts simply cost way too much to employ. When you are firing up 500 horsepower or more and pushing it to the limit, seek the work of a specialist.

fuel pump problem and also wanted me to install a modern push-button start switch. Knowing this car was going to be a mess, I started by taking the dash board out so I could get full access to the nightmare that awaited me. I immediately began diagnosing what was wrong with the fuel pump. It didn’t take long to determine there was a major grounding problem. Now remember, this car was completely gutted and rewired by a “professional” that worked at a very successful shop. This guy was clearly a good actor, as he had the owner of the shop fooled into believing he was capable of handling the wiring assignment. I quickly uncovered that the battery was grounded to

the tin of the trunk. There was no wire or strap anywhere leading to the frame. Under the dashboard was no better. Not only were all of the ground wires going to the sheet metal of the inside dash support, but the grounding screw (yes screw) was mated to a rusted surface. There was no way anything on this car was getting grounded properly. I fixed this problem by grounding the battery to the frame with 1/0 gauge wire. I then ran a 4-gauge wire from the battery to a brand new 10-terminal buss bar that I designated for all of the under dash grounds. Lastly, I ran a new 10-gauge power wire and ground wire to the fuel pump, and installed a much-needed

relay and circuit breaker in the circuit. The fuel pump not working properly was now fixed. In the process of rewiring the fuel pump, I uncovered way too many issues to cover in this article, so I’ll stay focused on the electrical problems that Joe wanted me to correct. There were four splices in a 10foot section of wire feeding the fuel pump. All of the splices were simply twisted and covered in electrical tape. All of this was hidden under the cloth tape that everything was wrapped in. I also discovered a stock 1965 master fuse panel was ordered/installed. What’s wrong with that you might ask? The car is no longer a stock 1965 Nova. It now has fuel injection, electric fuel

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SHOP TALK

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pump, MSD box, dual electric fans, power seats, heated seats, power windows, power locks, and the list goes on. The stock 40-amp fuse panel could barely handle the fans, let alone adding a fuel pump to the mix. This is where the needed repair takes a seriously bad turn down the wrong road. Normally I would have stopped after uncovering all of the electrical issues and politely advised the customer someone had butchered the wiring beyond repair. The only way to correctly repair this issue would be to start from the beginning and redo it correctly. I advised Joe of the situation and was quickly reminded that it was his shop that rewired the car in the first place. I assured him I understood his dilemma and would do my best to make the existing harness work without burning the car down. The easy solution would be to make one of my custom power panels that includes a master power buss bar, a switchable buss bar, a ground buss bar, all of the necessary relays and breakers, and have

the ability to control everything off of independent switches. Unfortunately, the customer did NOT want to worry about turning anything on besides the lights and radio. Everything needed to be switched on with the turn of a key. I still needed to address the push button start switch and figured I’d tackle this project next. When I finally unwrapped the 12 feet of cloth tape that concealed the wires to the ignition switch, I saw why so much time was spent covering them up. All of the wires going to the switch were stripped and spliced with a single twist only. For the record there are two high-amperage 10 gauge wires on that circuit that were simply taped together. I remedied that mess and successfully installed a custom LED-lighted push button starter switch through a relayed circuit. I even gave the owner the option of having the switch light up at key on when pushed to start or when the lights were turned on. He opted for the switch to light up when the key was turned on. Needless to say,

under normal circumstances, this is a routine procedure for me. However, due to the numerous problems with this car, I was pleasantly surprised when the switch lit up and turned the engine over. After more digging, I found over a dozen wires that were not terminated properly. Who would just cut a wire and leave it exposed to arc on something? I advised Joe of other possible problems that may arise as they begin to put this car back together and washed my hands of a horrific wiring job. On the way back to my shop, I wondered how many custom cars were wired by “professionals” that really don’t understand how automotive electrical systems work. The Nova was a really nice car. The frame was powder coated, the suspension and drivetrain had nothing but the best of modern performance parts, the paint was world-class with layers of depth to it. Even the engine was a piece of art, and stunning to look at. This car should have had an electrical system not only designed by a specialist, but installed

by one as well. All of the money spent making the car so beautiful could be burned along with the car because of something as simple as an incorrect splice on a wire. There are many lessons to be learned from this experience, but perhaps the most important one is the true value of a skilled specialist. Expert knowledge in a particular area usually take years to develop, and therefore commands a higher price tag. Letâ&#x20AC;&#x2122;s look at it this way: you could visit an orthopedic surgeon and have him/her treat you for a bad cold, but would you have your general practitioner do arthroscopic surgery

on your knee? There are general mechanics, and then there are engine builders, machinists, transmission specialists, electrical wizards, fabricators, and auto body magicians. When it comes to your high dollar, custom street / strip machine, cutting corners is not only foolish, it could be deadly. Itâ&#x20AC;&#x2122;s unfortunate, but outside of the gearhead community, automotive technicians are rarely regarded as skilled specialists, yet doctors and lawyers that specialize in a unique field of practice are highly respected throughout the world. The automobile is a vital part of our every-

4: More often than not, whenever I am hired to troubleshoot a car, this is what I uncover.

day life, delivering us all to various placesâ&#x20AC;Ś doctors and lawyers to offices/court rooms/ hospitals. When someone is severally injured, they arenâ&#x20AC;&#x2122;t driven to the hospital in just any car, they are carefully transported in an ambulance that has been meticulously maintained by an automotive specialist. So why is it that the automotive technician is looked at as a blue-collar, virtually insignificant member of the work force? The way I see it, the world would literally stop without them. I want to take this opportunity to personally thank all of the various skilled technicians out there

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march2018 | RPM Magazine

SHOP TALK for keeping the roads and tracks safe, so my family is not put in harm’s way due to a faulty repair. For those of you that hire mechanics to work on your cars, please let them know how much their work is valued and appreciated. And next time you receive a bill for custom work performed on your car, focus on the end result and not the amount charged. Show your appreciation by adding a tip for the extra care given to your car. They say you get what you pay for, but I say you pay for what you get. Seek the wisdom and skill of a specialist and be mindful of who works on your car. The mechanic that originally wired the Nova could very well be the same guy who will offer to build you a high-quality roll cage for a low price. Until next time…keep wrenching!

5: I once heard that the space shuttle was built by the lowest bidder. More power to the brave astronauts for strapping into that knowing this fact. Sure, having your race car chassis built by one of the best is costly, but what price do you put on your own life?.

5 6: Sure the old saying you get what you pay for resonates with everyone, but I say in the end, “you pay for what you get”!

8 8: Running a master power wire from the rear-mounted battery to the engine bay is easy enough. How about protecting the wire in a Vulcan fire sleeve or some other type of loom? How about carefully planning the routing of the wire so when the suspension articulates, nothing is being 7: Everyone has a handy friend or uncle that has some compromised? While we are tools who works for beer money. Let these guys fix your at it, let’s make sure that the fence or screen door. For the safety of your family and placement of the wire is as everyone else on the road, leave the auto repairs to a concealed as possible, maktrained professional. When the job dictates, seek a pro- ing the overall install clean fessional who is a specialist at the repair you need. and professional.

www.rpm-mag.com | march 2018

story by

George Pich

photos by

Matt Trombley

march 2018 | RPM Magazine

isa Fischer fondly remembers riding in the car with her dad and brother playing “what year is that car,” as they drove down the road. “I quickly learned the small differences between many makes and models and I loved them all,” tells Fischer. “It’s either in your blood or not!” she added.

As a child, she played with Hot Wheels and any car-related toys she could get her hands on and by the time she reached middle school, after saving all of her babysitting money, Lisa purchased her first car: a 1967 Corvair. Not being old enough to drive just yet, she enlisted the help of her brother to help fix it up and have it ready

for when she turned 16. A few years down the road, an original 1967 SS Camaro convertible was acquired as a “cruiser,” and while Lisa enjoyed the car culture of cruising the streets in nice muscle car, she always wanted to try drag racing. The Camaro definitely wasn’t the right car to race, though, so once again she reached

www.rpm-mag.com | march 2018

out to her brother for some guidance. “Just take my Buick down the track and get it out of your system,” was Fischer’s brother’s response to her need for speed. The two hit a local test-n-tune and Lisa would get her first drag race experience. “I loved racing! I told my brother that I was going to buy one of these cars and he laughed a bit, thinking it would never happen.” Determined to have her own turbo Buick, about a year later Lisa found a 1987 Grand National, but she was not able to test drive it as the transmis-

sion was on its way out. On her brother’s advice, along with a promise to fix the transmission, she bought the GN, drove it directly to her brother’s garage, and by the next night she was racing her new car! This outing would be her second run at a dragstrip— only this time it was in her very own Buick. “My Grand National was stock and it ran a 14.0 in the quarter. I remember my exact words after the run were ‘this car is not as fast as my brother’s,’ and so the mods began.” Fischer said with a smile. Lisa and her

march 2018 | RPM Magazine

IT’S T TIME

NOT A GRAND NATIONAL The Buick Regal Turbo T WE4 had everything the GN had except for the two tone interior and rear spoiler. Production numbers were low at just 1547. Aside from the parachute, there is really no indication that this car isn’t just a factory Regal with a nice set of wheels bolted on.

www.rpm-mag.com | march 2018

IT’S T TIME BLACK TO THE FUTURE Right from the factory these cars changed the performance world and the way the industry treated turbocharging. Imagine back in the ’80s when a turbo V6 Regal pulled up beside you and left you in the dust. Already running low 9s in the quarter, Lisa Fischer’s version will soon be a legit 8-second real street car!

brother didn’t let the grass grow under their feet and within 24 months they had her car turning consistent 10s, with a best of 10.65 at 128 mph. “But I wanted to go faster!” she exclaimed. The mostly-stock engine with stock heads and that stock rebuilt 2004R transmission were about at their limit, not to mention that Fischer was getting kicked out of tracks for not having any safety equipment. Lisa’s ’87 GN was a clean low miler with perfect interior and she just couldn’t get herself to put a cage in it. “I did exactly what any respecting Buick enthusiast would do,” she explained, “I purchased another Buick that already had a full 8.50 cage and all the NHRA safety equipment. Yep, I was now

march 2018 | RPM Magazine

www.rpm-mag.com | march 2018

ITâ&#x20AC;&#x2122;S T TIME

march 2018 | RPM Magazine

刀椀瘀攀琀 ⬀ 刀椀瘀攀琀一甀琀 ⬀ 刀椀瘀攀琀匀琀甀搀

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

LISA FISCHER’S 1987 BUICK REGAL TURBO T STREET/STRIP

∠ 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

Chassis: Stock Chassis, 8.50 NHRA certified roll cage, notched rear frame. Suspension: HRPartsNstuff suspension components by Paul Ferry. Body & Paint: Stock steel body, fiberglass hood, paint by Tim Galloway. Engine: Stage II TA Performance aluminum block built by Bobby Vaulding of RPE Machine in Hartford, CT. Crower billet stroker crank, Crower billet rods, JE forged pistons, Champion GN1-R Heads, custom grind hydraulic roller cam. Induction & Fuel Delivery: Stock Intake, 70mm throttle body, Moran 225 lb. injectors, Corn Fed on E85. Teflon -10 feed and -10 return fuel lines, Weldon external fuel pump, regulator and controller for street driving. Power Adder: Precision TSM 71mm 3-bolt turbo (Turbo Street Modified Class Turbo) with custom downpipe. Electronics & Ignition: MSD Black 7AL-2 Plus, AMS 1000 C02 Boost Controller, FAST XFI calibrated (tuned) by Cal Hartline of Hartline Performance, MSD distributor and MSD coil, FireCore Performance spark plug wires. Transmission & Driveline: Full billet Turbo 400 with trans-brake and PTC Converter by Twisted 6 Racing. Differential: Moser equipped 12-bolt rearend. Performance: 9.23 @ 148 MPH - Holds the record for the quickest Buick to complete Drag Week. Also raced in RoadKill Knights 2017 on Woodward in Detroit (the Motor City). “This event was by invitation only and I was honored to be invited and hang out with all the super cool fast kids.” Thanks To: “Bobby Vaulding of RPE Machine Hartford CT for the perfect engine build and Cal Hartline of Hartline Performance for the perfect engine tune, James Pranis who taught me how to wrench, Shawn O’Connor who taught me everything about V6 turbo Buicks, Dave Fiscus for V6 turbo Buick go fast advice and Precision Turbo. I want to thank my son Billy Fischer for being the best Drag Week co-pilot ever and thanks also to the Buick Community for always supporting me.”

GOT YOUR SIX Not your average Buick V6 turbo combination, this mill built by Bobby of RPE Machine started with a TA aluminum block with Champion GN1-R heads. A Precision TSM 71mm 3-bolt turbo supplies the boost while a factory intake was used with a 70 mm throttle body and Moran 225-pound injectors.

accumulating cars faster than shoes.” The madness began when Fischer found a nice 1987 Buick Turbo T WE4 with a toasted Turbo V6 engine. The car had all the safety equipment plus new paint, notched frame rails and lots of additional parts, perfect for Lisa’s plan to build a Drag Week car! Not a Grand National, instead Fischer’s new car is a Buick Regal Turbo T WE4 that maintains the same driveline as the GN. The WE4 package was almost the same as the GN including engine, transmission, rear-end, T-tops and every option that was

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

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⸀

offered, except it excluded the Grand National two-tone black and grey interior and did not come with a rear spoiler. The Buick Regal V6 Turbo T WE4 was only produced in 1987 and only 1,547 were made. It was only available in black with grey interior. The build began mostly with research into what combination of parts would be best to get the car ready for both the street and strip. So armed with knowledge and a strict budget, Fischer purchased a Stage II Buick V6 block and called Bobby Vaulding from RPE Machine in Hartford, CT to

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㄀

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刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀 ☀ 吀䔀䌀䠀

www.rpm-mag.com | march 2018

CLASSY COCKPIT Fischer wrenches on her cars herself and credits Jim Pranis for mentoring her along her journey in horsepower. An 8.50 certified cage surrounds a mostly stock interior… Lisa thinks of it as going fast with class! Gauges are strategically placed throughout the interior to transmit essential vital signs to Lisa during long trips, and short ones!

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STREET OR STRIP From 1 to 1,000 miles, leisurely street and highway drives are nothing for this fast Buick. The black graphics blend right in on the original body of the Buick.

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handle the build. The new aluminum block was filled with a Crower billet stroker crank and Crower billet rods pinned to JE forged pistons. Champion GN1-R heads were used along with a custom grind hydraulic roller cam. The stock intake was used with a 70mm

throttle body and Moran 225-pound injectors. Turbocharger wise, Lisa stepped up to a Precision TSM 71 mm 3-bolt turbo. Not only would this turbo survive the rigors of 1000-plus mile tour-type events, but it would also provide the power needed to run some

www.rpm-mag.com | march 2018

IT’S T TIME solid quarter-mile times after those long hauls. Plus, Fischer planned to run the Buick TSM Class (Turbo Street Modified) and the TSM 71 is the spec turbo for the class. The boosted V6 is backed by an all-billet Turbo 400 trans with PTC converter and a

Moser-equipped 12-bolt rearend. Fischer considers building the Buick as “going fast with class.” “The Buick history and how this car in 1987 changed the way people looked at fuel injection and turbocharging. It was a game changer. Having a

march 2018 | RPM Magazine

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IT’S T TIME OUT BACK A Moser-equipped 12-bolt rearend is suspended by stock suspension with aftermarket parts bolted in place to put the power to the ground.

march 2018 | RPM Magazine

fast street-driven Buick with a Buick engine is important to me. I love all cars and love to race but I mostly love the challenge of working on a project that I am passionate about,” says Fischer. The car has full exhaust, all the factory interior and street equipment, all Pennsylvania inspections and gets driven. “I built this car the way I want it. The best part of owning a car is driving it and I drive this one as much as possible, sometimes even to work,” she added. “I had my ups and downs and paid my dues,” says Fischer of her learning curve with the T, and says that she is still working through gremlins. “This car has been a huge challenge and many people ask ‘Why a Buick?’ It needs

custom everything, but this is my passion and to me it makes perfect sense. No matter what engine combo, make or model it’s no easy task to get your street car into the 8s. My goal is an 8-second true street driven Buick turbo V6.” Lisa stands proud with a personal best of 9.23 at 148 mph in the quarter to date, along with a Drag Week 2015 completion with a 9-second average while setting the quickest Buick record and receiving the quickest six-cylinder award, but she knows that the car has lots more in it. “These things take time and patience, and with a tight budget and my job allowing limited seat time, it has been a challenge. I am proud to have the best people helping me though, and I won’t give up.”

www.rpm-mag.com | february2018

story and photos by

Toby B rooks

STORM WARNING

ou don’t have to be around the custom car scene long to learn that there’s no shortage of Camaro fans out there. And why not? The classic Chevy lines are unmistakable regardless of generation, and build costs tend to be reasonable

compared to other popular Ford and Mopar body styles. But while there may be Camaro fans, we’d venture to guess few are quite so enamored with them than St. Louis-area native Troy LaCrone. By his own estimation, he’s owned at least 50. “My first car at 14 years old

was a Lemans Blue 1969 Camaro, and I’ve been in love with them ever since I can remember,” LaCrone recalled. “I’ve had both older cars and newer, but the theme is usually the same: make fun power that can be street-driven and enjoy the car,” he added.

BLUE BY YOU At first glance, Troy LaCrone’s gorgeous 1967 Camaro looks like your typical pro street firstgen Chevy. However, on closer inspection, it is clearly no poser. From the massive Hoosiers in rear to the beefed up narrowed 9-inch rearend out back to the funny car caged cockpit, it is obviously more than just a fairgrounds cruiser. However, when the fire-breathing 572 big block roars to life, the unsuspecting onlooker knows that that plate is referring to the quarter-mile...and as they say, it isn’t bragging if you can back it up!

march 2018 | RPM Magazine

www.rpm-mag.com | march2018

TAGGED, TITLED, AND LICENSED. TO KILL. Between the miles-deep paint, black anodized wheels, and sinister stance, the street legal Chevy looks ready to snarl your face off. Throw in an un-retouched Southern Illinois thunderstorm moving in in the background and the look is downright terrifying!

march 2018 | RPM Magazine

STORM WARNING His latest iteration on that theme is most assuredly his most successful variation to date. After purchasing the car as a project in May 2013, he promptly got to work to put the retired race car

back on the street. The car was red and pock-marked with rust bubbles, dents, and plenty of bad body filler repairs. However, on the positive side, it sported a new 572 crate motor, a new transmission, and a beefed-up narrowed Ford rear end. Unfortunately, it had been sitting for quite

some time. “The gentleman who owned it was losing his battle with cancer, but had gotten too sick to drive it and sold it to a friend. After storing it in a barn for several years, that owner sold it to me,” he recalled. It was a good start on what LaCrone hoped to

LAUNDRY NOT OPTIONAL Unlike many pro streeters, this Camaro’s parachute isn’t just for decoration—it is a necessary piece of safety equipment for slowing down from another sub-8-second pass.

RAT-I-CAL The potent big block pushes out in excess of 1,400 horses and is equipped with a 625 hp Induction Solutions Sledgehammer plate.

www.rpm-mag.com | march2018

STORM WARNING turn into a great dual-threat street/ strip performer. Shortly after acquiring the car, LaCrone and friend Tom Monehan disassembled it and started from scratch. The 572 big block was built by Chris Calkins and has cranked out well over 1,400 hp and 1,200 ft./ lbs. of torque. A Callies 4340 crank and Oliver Billet Max rods swing Diamond 11.0:1 pistons while a high-lift Straub Technologies solid

roller cam has been partnered with Morel Black Mamba roller lifters. AFR 335 aluminum heads have been equipped with T&D shaft rockers and fabricated valve covers, while an Eddy aluminum Super Victor intake with a huge AED 1,200+ cfm carb sits on top. Meanwhile, an Induction Solutions single-stage Sledgehammer plate is capable of up to 625 horses of nitrous-injected

fun but heretofore has been jetted a bit more conservatively to around a 500-shot. An Edelbrock progressive nitrous controller helps orchestrate the funny gas-injected mayhem. Exhaust for the Rat consists of Jet Hot ceramic coated Lemons headers, while sparking duties are managed by an MSD 7531 ignition. A Powermaster 160-amp alternator keeps the fully-equipped

NO BIG THING In the middle of our photoshoot, a massive thunderstorm moved in and dumped a sizable amount of rain on us and the car for about 15 straight minutes. Most “car show guys” would have flipped out, but LaCrone couldn’t have cared less. The Drag Week veteran quipped that a little rain “never hurt any REAL car.” When we finished the shoot after the storm passed, the rainwater beading on the flawless paint made the car even more beautiful.

march 2018 | RPM Magazine

www.rpm-mag.com | march2018

march 2018 | RPM Magazine

STORM WARNING TROY LACRONE’S PRO STREET 1968 CAMARO Chassis Type & Mods: Chromoly backhalf by Beilman Fabrication. Suspension & Brakes: FRONT: Smith Racecraft spindles with Santhuff double-adjustable shocks and Wilwood 4-piston brakes. REAR: Beilman Fabrication custom 4-link suspension with Afco Big Gun doubleadjustable shocks and Wilwood 4-piston brakes. Body & Paint: Standox basecoat/clearcoat Daytona Blue with white rally stripes. Prepped and painted by Monehans Autobody. Glasstek fiberglass hood. Engine: 572 ci BBC built by Chris Calkins. 4.560 bore, 4.375 stroke. Fully balanced and blueprinted. Callies 4340 crank with Oliver Billet Max rods and Diamond 11.0:1 compression pistons. Straub Technologies solid roller cam (intake: .773 lift/276duration; exhaust: .748 lift/286 duration) and Morel Black Mamba roller lifters. AFR 335 aluminum heads with T&D roller rocker arms. Induction & Fuel Delivery: Eddy Super Victor intake with AED custom 1,200+ CFM carb. MagnaFuel 500 electric fuel pump. Power Adder: Induction Solutions Sledgehammer 625-hp plate system. Electronics & Ignition: MSD 7531 ignition. Edelbrock progressive nitrous controller. Transmission & Converter: GM TH 400 with manual reverse valve body assembled by Hutch’s Transmissions. CircleD 5.500 rpm stall converter. PEM chromoly driveshaft. Differential: Narrowed 9-inch Ford housing with Strange 35-spline axles and Strange 3.50 gears. Tires & Wheels: FRONT: 15x3.5 Weld Racing V-series wheels with Hoosier 26x4-15 tires. REAR: Double beadlocked 15x14 Weld Racing V-series wheels with 31x14-15 Hoosier Quick Time tires. Performance: 1,427 hp @ 6,500 rpm/1,249 ft./lbs @ 6,000 rpm. 7.90 @ 169 on 500 hp shot with more to come. Top speed of 174 mph on better pass.

Billet

street-driven car adequately charged, while a Be Cool aluminum radiator and billet Mezeire pump keep things cool. Backing the big Chevy mill is a GM TH400 with manual reverse valve body by Hutch’s Transmissions. A CircleD 5,500 rpm stall converter was selected, and a beefy PEM custom chromoly driveshaft ensures all

that power gets back to the rear diff. Speaking of the rearend, the fortified Ford 9-inch has been narrowed and braced before being stuffed with Strange 35-spline axles and Strange 3.50 gears. The unit is suspended via a custom 4-link thanks to Beilman Fabrication. Craftsmanship on the chromoly backhalf, cockpit cage, and funny

car bars is second to none and demonstates an incredible attention to detail. Afco Big Gun double-adjustable shocks ride out back, while Santhuff double-adjustables with Smith Racecraft spindles ride up front. The clean Camaro rolls on a full set of sinister-looking black anodized and machined Weld Racing V-Series wheels, with

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STORM WARNING 15x3.5-inch units shod with Hoosier 26x4-15 tires up front and massive double beadlocked 15x14s with 31x14-15 Hoosiers out back. Slowing their roll is a quartet of Wilwood 4-piston disc brakes with a Strange master cylinder. While the car is undoubtedly wickedly, quick, it is also incredibly straight and clean, too. Much of that is thanks to LaCrone and friend Tom Monehans of Monehans Auto Body. After stripping the car to bare metal and massaging the nearly 50-year-old sheetmetal to perfection, the lone update was to a 5-inch Glasstek hinged fiberglass hood and a shaved front bumper. Next, a miles-deep coat or 12 of

Standox basecoat/clearcoat Daytona Blue with white GM rally stripes was applied, giving the punishing performer the punch of a heavyweight champ with the drop-dead gorgeous looks of a beauty queen. Lastly, LaCrone turned his attention to the Camaro’s interior where he handled the updates and improvements himself. A pair of Kirkey 18-inch fabricated aluminum seats were selected for their light weight and comfort, while a Grant GT wheel and Hurst Quarter Stick shifter were selected for style and performance. Safety gear from Stroud and RCI insure that the tech inspector at the track stays happy, while a full complement of AutoMeter instrumen-

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march 2018 | RPM Magazine

NO BLOWER? NO TURBO? NO PROBLEM. It doesn’t take an LS motor or garbage bags full of cash to make crazy horsepower these days, and LaCrone’s potent 572 proves it pass after pass. With an Induction Solutions Sledgehammer plate and a simple Edelbrock progressive controller, the car isn’t overly complicated but is deadly consistent.

www.rpm-mag.com | march2018

SEATING FOR TWO Most rides that are this fast have a passenger compartment crammed full of go-fast components like nitrous bottles, intercoolers, and fire bottles with no room for a cruising companion. Not this Chevy, though. LaCrone regularly cruises the car, so dual Kirkey buckets were a must. The rest of the interior is clean and uncluttered, and the Beilman Fabrication cage work is exquisite.

march 2018 | RPM Magazine

WHOA. Time slips like this were reserved for all-out race cars just a few short years ago. However, LaCrone proves that such performance is not only possible with a street car, it can be done while still retaining some practicality and showcar good looks.

STORM WARNING

NEVER SATISFIED While we are prepping for press, the Camaro is currently back under the knife at Beilman Fab where an all-new chromoly backhalf and slammed ride height are in the works. LaCrone hopes to make a serious run at the power adder pro street title at Drag Week 2018 this summer.

tation helps LaCrone keep tabs on the vitals. Although the car lacks speakers, tunes have been provided by the throbbing exhaust pulse of the nitrous-huffing rat between the framerails. If you doubt that LaCrone’s Camaro is a legit track performer with bonifide street and highway

credibility, too, he recently completed the grueling Drag Week gauntlet, hitting the track five days in a row with a total of 1,000 miles of highway driving thrown in for good measure where he snagged third place in the Pro Street Naturally Aspirated category, averaging 9.1930 at 146.488 with the nitrous system disabled. He’s already making plans for Drag continued on page 77

SPECIAL THANKS Brian Raymond: pit crew, mechanic, and fab skills; Marc Beilman: chassis and fab; Chris Straub and Scott Foxwell: engine design and hp; Steve Johnson: nitrous system and tuning; John Callies: lifters; Chris Sehorn: perfecting the torque converter; Scott Lowery: 1.15 60’ brain; Mick Boyer: advice; Tonya LaCrone: huge total support, understanding and love for my hobby.

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Page 72

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Strangeeng.net 847.663.1701 Donâ&#x20AC;&#x2122;t Just Race

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STORM WARNING Week 2018, the 2018 Du Quoin Street Machine Nationals, and a few more trips to the track with the wick really turned up to see what the car can do with the Steve Johnson-tuned nitrous system set on kill. With a little planning and a little luck, you’ll probably see the wickedly-quick mostly steel firstgen plunge deep into the sevens but one place you won’t see it is silently rotting away in a barn somewhere. It’s safe to say those days are over!

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www.rpm-mag.com | march2018

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

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

march 2018 | RPM Magazine

Call today: 586.792.6620 or visit diamondracing.net

story and photos by

Tim Lewis

n this game we call life we make choices and take chances every single day. Some work and, well, some donâ&#x20AC;&#x2122;t. So that being said, even though we

know the outcome of our last endeavor, would that stop us from trying it again? For most of us the answer is probably a resounding hell no! Drag racing, much like any other sport,

is full of choices and chances. Some work and some donâ&#x20AC;&#x2122;t. Motorsports are still considered on the dangerous end of the sports risk meter, however, with advances in safety

technology in the cars, parts, and even the venues raced at, the odds of getting injured have dropped dramatically over the past number of years. Much like motorsports, the game of

football is considered to be a dangerous sport that is tough on the body and mind. As it happens, Lakeville, Massachusetts resident Justin Lopes has had the opportunity to try both.

www.rpm-mag.com | march 2018

LOVE OF THE GAME

STANDING NOVATION This low riding Nova big block Super Gas Nova is how Justin Lopes participates in his second favorite sport. With a fall rain moving in the little Chevy II sits quietly on the road for NHRA tech inspection. The well-built car passes with flying colors every time.

march 2018 | RPM Magazine

JUSTIN LOPES’ 1963 CHEVY NOVA DRAG CAR

Now a professional truck driver by trade, Lopes made his first go at racing with a back-half chassis 1967 Camaro with 540-inch big block Chevy that turned consistent 8.28s in the quarter mile. Lopes also happens to have a deep passion for another risky sport, football, and when the chance came along to play on a semi-pro team and maybe, just maybe turn it into

a full-time gig and possibly be picked up by a team in the NFL, he left motorsports to pursue that dream. The thing about taking a chance is that if you don’t try something you will never know the outcome, so after exchanging his firesuit for football gear he hit the field in 2007. After six years of staying in tip-top shape and taking hard hits from other

players as an inside linebacker, Justin decided to retire from the game and at the same time was ready to get back in the driver seat of a fast car once again. A 1963 Nova was the car of choice this time around, “I’ve always liked the smaller Nova body style, and you don’t see many of them these days,” said Lopes. Once he found the right car for the project he shipped it off

Chassis: 6.00 cert chassis by John Ondreiko of John’s Racecraft. Suspension & Brakes: FRONT: Strut front end with Strange struts and disc brakes. REAR: Custom 4-link with Strange double-adjustable shocks with disc brakes. Body & Paint: Fiberglass doors and front clip with steel roof and quarters. Fiberglass aero scoop and fabricated rear wing. Bright red two-stage paint prepped and sprayed by Dave Pierce. Engine: 605 ci BBC built by Malden Machine. Brodix block with Crower crank, Manley rods, and Diamond pistons. COMP cams camshaft, 12-degree Brodix heads, and Jesel valvetrain. Induction & Fuel Delivery: Edelbrock aluminum Intake with APD Max Speed 1250 carb. Electronics & Ignition: Racepak dash with Pro-Cube 2 delay box and MSD 7AL3 box. MSD Pro Billet distributor. Transmission & Driveline: 2-speed Powerglide transmission by Select Performance. B&M shifter Differential: Narrowed fabricated 9-inch rear with Strange axles and 4.56 gears. Tires & Wheels: FRONT: 15x3-inch Weld Racing wheels with Mickey Thompson front runner tires. REAR: 15x15-inch double beadlocked Weld Racing wheels with 34x13.5-15 Mickey Thompson slicks.

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www.rpm-mag.com | march 2018

LOVE OF THE GAME

HOT-N-STICKY After driving under the tower at Virginia Motorsports Park the Mickeys get some heat put into them. to Brockton, Massachusetts where longtime chassis man John Ondrejko (owner of John’s Racecraft) got the green light to start on the new project. The mint GM factory steel was carefully taken from the stock sedan body to use the roof and quarters for the project, and once on the jig, work began on a front to

back build. For Lopes, much like the rest of us working folk, money is hard earned and it can be a challenge to come up with that spare cash to put into a hobby such as building a race car, but doing the chassis right (the first time), as opposed “on the cheap,” was job one for Justin. “If you want the car done right you have

got to spend the money to have it done right the first time,” he said. “Plus, it will save you money down the road by not needing to redo something.” Ondrejko built what you could pretty much call a pro stock tube chassis wrapped in a genuine ’63 Nova body. The chassis certs out to 6.00 in the quarter mile

NO STICKERS!

march 2018 | RPM Magazine

Airbrushed lights and grill adorn the fiberglass frontend of the Nova.

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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

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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

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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

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www.rpm-mag.com | march 2018

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

LOVE OF THE GAME

THE OFFICE Justinâ&#x20AC;&#x2122;s favorite seat outside his dump truck. Looking into the rear of the interior you see the tin work to facilitate the big rear tires and custom chassis. The 6.0 certification goes well beyond what the car is capable of in its current form. Keeping Justin safe is a funny car cage along with Simpson belts. which is more than enough for the type of racing Justin will be doing. But being safe should always come first in motorsports, so Lopes went above and beyond on the chassis and safety aspects of the car. A pro stock style 4-link with Strange double adjustables help get the car planted off the starting line and a fabricated 9-inch Ford rear end with a pair of Strange axles and a 4.56 gear finish up the

rear of the car. Up front, Strange struts take care of the ride and Strange brakes are installed on all four corners. Dave Pierce blocked the fiberglass doors and front end to perfection along with the factory steel roof and quarters, then laid down a few coats of bright red. Inside the car is all business with a Racepak dash along with a Procub 2 delay box and MSD 7AL3 box. A B&M

CARB CONTROL Bolted under the APD 1250 carb is what slows the car down to run 9.90. The Advance throttle stop works off a timer and cuts the car back to almost an idle, then opens back up with the goal of running 9.90.

THE BEST PARTS BUILD THE BEST TRANSMISSIONS For maximum performance, choose ATIâ&#x20AC;&#x2122;s custom American made transmission and converter parts for your next build!

CHRIS RINI 3.694 & 200 MPH 2 x NMCA & Big Dawg Champ running ATI Transmission, Outlaw Converter, Super F, SFI SuperPlate and Super Damper!

ATITransmissions.com // 877-298-4728

march 2018 | RPM Magazine

www.rpm-mag.com | march 2018

LOVE OF THE GAME UNDER THE HOOD 605 inches of big block Chevy comes from Malden Machine. The blacked-out engine goes well with the car’s black wheels. The single-carbed 605ci has enough power to send the car through the finish line at over 170mph.Strange struts and brakes handle things up front.

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

march 2018 | RPM Magazine

Pro Bandit shifter puts a 2-speed Powerglide from the crew at Select Performance to use. Powering the little red sedan is a Malden Machine built 605 big block Chevy. A Brodix block was stuffed with a Crower crank, Manley rods and Diamond pistons. A Comp Cams camshaft was selected with the intention that Lopes would be running a throttle stop index class, and a pair of 12-degree Brodix heads with the latest Jesel valvetrain were fastened in place. The next chore was to choose induction. With the amount of choices in today’s world of making

power do you go sheet metal with twin carbs or a single carb? What about EFI, or mechanical injection? Lopes chose the tried tested and true single carb cast intake from Edelbrock and topped it with an APD Max Speed 1250 carburetor. After the long wait it was time to get out for some testing. It’s always easier, and cheaper, to build a car that can run fast and then slow it down for your class, rather than always trying to go faster to catch up to the class number. Being that this car is raced with the throttle stop turned on it runs 9.90, but does so at a blistering 173MPH. When

you do the math taking the power and weight of the Nova into the equation, it’s a safe bet to say this car could run in the 7.50 to 7.30 zone at close to 180 mph! For efforts on the build quality, Justin picked up a Best Engineered award from the NHRA at the ZMAX Carolina Nationals, which, if you have been to an NHRA race with some of the nicest race cars in attendance, says a lot about the car. Justin has also finished in the top 10 of Super Gas in Division 1 the last three years in a row, picking up several wins along the way, but still looking for that Na-

tional Event win. Lopes would like thank his family and friends for their help in achieving his racing goals with special thanks to his wife and two daughters. Thanks also to Gary Lopes, Billy Destfano, Tony Gravely, Mike White, Billy White, Dave Pierce, Clonex, Mickey Thompson, Johns Racecraft, Malden Machine, APD Carbs, Manley, Select Trans, Hydro Dynamics International, G.S. Redlon & Sons Inc, Night Hawk Racing, No Shame Racing and The Design Joint.

AT THE HIT The Mickey Thompson 34x13.5 tires tuck nicely up under the rear of the stock steel quarter panels, especially during a hard launch, and the custom rear wing flows well with the square shape of the body. With a wheels-up launch and through the finish line at the 9.901, Lopes pick up the #2 spot.

THE HEAT & SOUND

AUTHORITY

PROTECTIVE LINE SLEEVE

Beat the Heat Before It Beats You! What kind of problems are created by engine heat? When engines create power, they also create heat. Underhood components such as wiring, cables, lines and hoses are susceptible to the harmful and damaging effects of heat that can break down mechanisms prematurely. And it’s not just heat. Moisture, oil, dirt, road and track grime are other environmental factors that can cause damage.

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With so many different components doing different things, how do I know which sleeve to use?

DEI offers over a dozen affordable and highly effective cable, hose and line protection solutions. From insulating to reflecting damaging heat, there are several effective options that feature

flexibility, different temperature ratings and are light weight. Protection for spark plug wires to prevent burning and cracking Installation is easy with What kind of DEI products sleeving that simply wraps around wiring, would you recommend? secures with hook and loop closure or Choose from the popular selling DEI Heat slides over. Sheath™, the highly abrasion-resistant EXO™ How do they work? Series Sleeve with its stainless-steel outer Utilizing different types of braided glass covering, the new Vapor Block™ fuel line and basalt base material, the various styles sleeve or the extremely light-weight, racing of DEI sleeves/shrouds protect components application, Ultra 47™ Sheath. such as wiring, cables, hoses, fuel/oil/brake/ DEI has the correct wire, cable, hose and transmission lines-even speedometer cables. line solution to protect you from potential They work by reflecting heat away or insuunder-hood, heat-related problems later, lating from heat, in turn, protecting critical when you least expect them. components from thermal damage. Depending on your needs, some sleeves can protect up to 1800°F direct heat and 2500°F radiant. These coverings also protect from cold, moisture, oil, dirt, road and track grime.

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www.rpm-mag.com | march 2018

RPM PROJECT CAR

TURE A E F E L DOUB H C E T L SPECIA

EXTREME WEIGHT LOSS CHALLENGE EPISOD E FIVE

story and photos by

Chuck Scott

>>We continue our quest to get our project mule down to a healthy fighting weight

ou know the weight loss program on your car is getting serious when it sounds like a catastrophic car crash when the trash truck dumps the garbage bin.

march 2018 | RPM Magazine

In our quest to get the old RPM mule down to a heart healthy weight, we took the plasma cutter to the front third of the car and went to a pro mod Be-Cool radiator and Harwood fiberglass front clip. We

swapped out the stock glass for some lightweight polycarbonate with help from Chassis Engineering and Harwood and went from an AGM battery to some Go Lithium 7-pounders. Now itâ&#x20AC;&#x2122;s time to address

the rear half with some major reconstruction. Back when we originally built 4 Lug, all the stock interior panels were kept, all the rear sheet metal and firewall was done in steel, and no factory metal was cut

1: It really hurts to destroy work that took a lot of hours and looked good, but as you can see it was all steel and had a lot of 1-inch square tube framing up everything. The old hand-me-down 16-gallon aluminum fuel cell had to go too. A big cell is great in a street car but having to keep it at least half full means a lot of fuel weight. At about 7lbs per gallon, it can really add up.

2: I took the convertible top completely off and removed the extra brackets and bracing that were specific to the top along with the power regulator assemblies for the rear quarter windows. The guide rod will stay and a pull pin will hold them up and allow them to be lowered. All of the removed and chopped out metal and OEM rear seat area interior panels totaled up to a whopping 167lbs! I am now wondering how I could get away with ditching all the top brackets and supports? Stay tuned for a truly innovative solution that will reveal itself a few issues down the road. It will change everything with Fox convertibles and motorsports.

www.rpm-mag.com | march 2018

RPM PROJECT CAR 3

3: We cut out everything except the outer body panels, frame rails and floor board ahead of the rear end housing. While everything was out of the way, I decided to add some bars to extend to the very rear of the trunk. Before, the cage only went to the rearend housing. The extra bars including the bar between the frame rails and fuel cell supports added about 18lbs back onto the car.

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4: With all the factory sheet metal gone, the quarter panels were feeling flimsy at the bottom. The new aluminum tubs will stiffen them back up, but a couple of 3/8-inch tubes help locate them and give them some rigidity. I welded them to the quarter right behind the molding so it wouldn’t show weld marks on the outside.

out except the factory wheel tubs and trunk pan. To add to the heft, we even made additional trim panels in the trunk with sheet metal. When looking at the car, I real-

5: With all the tubing bent, fit and welded, I decided to try some brush-on hammertone paint to do away with masking and overspray. I used some readily available Rustoleum Hammered in black. For some reason the black is actually dark gray which is what I wanted. It came out pretty good and will be easy to touch up or add to later. Common drilled angle and strap was welded in a few areas to support the aluminum sheet metal later. That stuff is pretty lightweight however it is zinc coated so you need to hit it with a flap wheel anywhere you plan to weld.

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RPM PROJECT CAR 6

ly couldnâ&#x20AC;&#x2122;t imagine there would be significant weight savings from switching to .032-inch aluminum. When calculating the weight difference, though, it starts to show its value. The NHRA requires thicker aluminum than steel. Aluminum has to be at least .032-inch thick, and material of that thickness weighs 0.45 pounds per square foot. On the other hand, steel can be .028-inch thick, which weighs 1.25 pounds per square foot. That means a legal 4-foot x

7 6 & 7: Cardboard and masking tape is used to make templates for a good fit. I used a 36-inch generic tub kit and cut it down to size for the Mustang.

march 2018 | RPM Magazine

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www.rpm-mag.com | march 2018

8: The new aluminum tubs do not add to the width since we are still limited to the notched factory frame rails however, the bigger tubs will allow a taller tire or a lower stance. The Thug is all about that 28inch life but lower is always better. When cutting out the tubs, tabs were left to allow them to be screwed and riveted to the floor and frame. The quarter panel side is simply sealed with seam sealer.

march 2018 | RPM Magazine

RPM PROJECT CAR 9: Instead of all the 1-inch square tube running under the fuel cell like before, supports were made off the rear cross-member tube and a single 3/4-inch square tube was used at the front of the cell. The smaller 5-gallon cell is now installed from underneath instead of from the top, which means less tubing needed to do the same job. I picked up a cheap eBay cell for just $65 that included a level sender that can be hooked up to the car’s Holley Dominator EFI and displayed on the 7-inch touchscreen dash.

4-foot square of steel weighs 20 pounds and its aluminum replacement would be a little over 7 pounds—almost 13 pounds of savings! Carbon fiber would really get the lead out but pound per

dollar (and considering our budget), you can’t beat old fashion aluminum. Check out the pics and descriptions to see how we managed to drop another 100+ pounds.

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12: So far we have lost 167 pounds in metal and interior panels plus at least another 40 pounds in the smaller fuel cell and reduced fuel load. Even the rear body panel covered by the rear bumper was trimmed down to the tail light and tag area only. Then we added back less

10 & 11: Posterboard works great for making templates for sheet metal since it is thinner and easier to cut and bend compared to regular cardboard. Thick cardboard can cause a difference in fitment around tubes and tight spots. The drilled angle strap and some regular aluminum angle make a great support for the aluminum sheet.

march 2018 | RPM Magazine

RPM PROJECT CAR than 45 pounds in new tubing, aluminum and seam sealer. Check back next month as we finish the sheet metal work with a rear firewall and trunk floor, make a new pushoff battery disconnect, hook everything back up and add interior carpet and paint. Then we move to the top!

13 & 14: I painted the frame and the heads of the button-head screws with satin black trim paint. Punching holes in a piece of cardboard lets you stick the cap screws in standing up so they can be easily painted. Notice the finished frameâ&#x20AC;&#x2122;s vertical sides are curved slightly to make the window curved to match the factory doorâ&#x20AC;&#x2122;s shape.

www.rpm-mag.com | march 2018

RPM PROJECT CAR

TURE A E F E L DOUB H C E T L SPECIA

DOUBLEDDOWN story and photos by

Chuck Scott

>>We add adjustability and strength with the upper torque box doubler kit from RaceCraft

e decided while rebuilding the rear section of project 4 Lug Thug over the winter that we should upgrade our cheap second-hand

march 2018 | RPM Magazine

upper and lower control arms while its jacked up and stripped down. While the car was originally going to be a mild street/strip ride, it has slowly morphed into more than we thought it would be. With only

three passes so far leaving on nitrous, the car has laid down solid mid one-teen sixties on decent prep but not optimized for radials. I figured before really getting after it hard, we had better get the

chintzy control arms out of there and upgrade to larger 5/8-inch bolts, too. The old lower arms were actually made for use with factory springs so they arenâ&#x20AC;&#x2122;t even double-adjustable. The new heavy duty hardcore

RaceCraft pieces are made for ultimate durability and are in some of the fastest stock suspension cars on the planet. When I was pulling out the old upper control arms I discovered the bolt in the housing side was bent and had to be cut out, and the holes in the upper torque boxes were already starting to distort. I had originally welded up around the torque boxes

and even tied them into the cage. That held up good but the abuse from the jerking motion on the small 12 mm stock-size bolts really punish the thinner metal at the bolt holes. The stock suspension ninjas at RaceCraft have come up with a cost-effective solution that also adds another set of holes to optimize the car’s suspension geometry. While the stock loca-

1: The RaceCraft Upper Torque Box Doubler Kit (part# 327401 comes with 2 drill guide plates, 4 doublers and the hardware to hold everything in place. The kit is just $95 which is a lot cheaper than replacement adjustable torque boxes and you can still claim stock if you want.

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RPM PROJECT CAR tion holes work good with the ride height we were at and with the housing end lower control arm holes lowered 1.25-inch from stock, it wouldnâ&#x20AC;&#x2122;t allow us to lower the car as far as we wanted and keep it working properly. By adding the extra holes higher than the stock ones in the upper torque boxes (and lower also) we would be able to let the car down a little more for that gangster look all the RaceCraft cars have, while lowering the center of gravity, too.

2: I almost forgot to take a picture of the old mounting holes before drilling them all out. You can see here from only 11 passes and only 3 of those being real launches, the stock hole was starting to pucker. A full season of beating on it would have resulted in movement and tail chasing to figure out what was going wrong.

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march 2018 | RPM Magazine

3: To start the install, we removed the brake rotors and had to notch the frame rails to gain drill access to the torque boxes. After the install is done, the cut out notch will be welded back in place. I was surprised to find my frame rails were double walled unlike the ones from RaceCraftâ&#x20AC;&#x2122;s install photos. I called and asked Kory and he said it was a convertible thing. No wonder we had the worlds heaviest chromoly caged Fox-body ever. 4: Before the drilling jig can be bolted on, the stock 12 mm holes must be drilled out to 5/8-inch. Simply use the stock holes to center the bit and open them up. Warning; if you have to buy a 5/8-inch drill bit, donâ&#x20AC;&#x2122;t do what I did and get a red package bit from the local big box home improvement store. Even with cutting oil, this thing was like trying to drill through a diamond with a piece of gravel. I will pick up a new one from an industrial supply store before doing the lowers.

5 & 6: The drill guide jig is assembled as shown here. Two nuts go on the inside and two on the outside, at the top and bottom to hold the fixture in place and keep it square. RaceCraft instructs you to grind off a little of the turned-up outer lower lip of the outer torque box bracket so the drill guide can tighten flush.

www.rpm-mag.com | march 2018

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RPM PROJECT CAR 7

9 9: If you are wondering what the grind marks are on the outside of the stock brackets, we had a 1/2-inch tube gusset going from the outer bracket to the frame rail before. It worked well but made getting a wrench on the bolt nearly impossible. I might work on an improved version of the gusset later.

7: It is important that you set up the drill guide at the same angle on both sides of the car. Use the rocker panel as a common reference point to set the drill guide at 80 degrees from the rocker.

cvrproducts.com For more information visit

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march 2018 | RPM Magazine

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8: Once the fixture is set and clamped down so it cannot move, you can use the drill guide to drill the new holes above the stock ones.

10: It is a little tricky cleaning off all the paint, undercoating and gunk from between the brackets. I used a combination of a wire brush wheel, a die grinder, and a biscuit wheel to get it shined up.

www.rpm-mag.com | march 2018

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RPM PROJECT CAR 11

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march 2018 | RPM Magazine

11 & 12: Using the supplied 5/8-inch full-thread bolt and nuts along with another 5/8-inch bolt, I secured the doublers to the inside on the torque box brackets. Once everything was positioned properly and the nuts were tight, I put a few tack welds on both doublers to hold them in position before removing both bolts and completing the welds.

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13: Here you see an example of a professional install of the completed doubler kit welded in by RaceCraft. Note the clean welds and beefy finished product.

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www.rpm-mag.com | march 2018

105

RPM PROJECT CAR 14

14: In comparison, here you have our finished doublers. Needless to say, I wonâ&#x20AC;&#x2122;t be getting any job offers to come work at RaceCraft any time soon, but they are in there and will do the job. The biggest challenge was accessing the inserts with the welding torch in order to get a good bead all the way around, a fact that was complicated by all the extra parts I had to work around. Do yourself a favor and pull the rear housing before doing this project. I didnâ&#x20AC;&#x2122;t want to unhook the brake lines, but in retrospect it would have saved me a lot of trouble in the long run and made for a neater job not having to go over it. 15: The notch that was cut out of the frame was welded back in and everything was given a squirt of spray paint. Now we have another set of holes to move the upper control arms up in the body and the holes are reinforced to prevent future damage.

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march 2018 | RPM Magazine

15 Catch us next month when we swap out the old suspension parts for the new premium RaceCraft parts. I’ll show you some extra advantages that go past the higher quality and durability.

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www.rpm-mag.com | march 2018

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TOW T

ECH

RPM TOW TECH

GETTINâ&#x20AC;&#x2122;HITCHED story and photos by

Toby Brooks

>>We test out a new torsion hitch from Gen-Y Hitch on our Dodge Ram/Covered Wagon Trailers tow rig

108

f youâ&#x20AC;&#x2122;ve towed your race car or street machine before, you know that depending on the quality of your tow setup, it can either feel like a stress-induced worryfest where your

march 2018 | RPM Magazine

rig seems to constantly teeter on the brink of disaster or pretty much like any other drive. The less heavy duty your equipment, the more likely you are to have a truck struggling to pull, a trailer beating,

banging, and wagging its way down the road, or both. On the other hand, heavy duty, purpose-built equipment can not only ensure your drive is easier and less worrisome, but also dramatically increase safety

for you and everyone else on the road. After recently hauling our new Covered Wagon Trailer over 20 straight hours one way with our 1995 Dodge Ram 3500 dually, we decided our hitch needed

an upgrade. Initially we were told by several friends that we should get a sway control hitch. Load leveling, sway control, or weight distributing hitches are helpful for evening out loads and preventing squatting when the tongue weight on your truck’s hitch causes the rear to sag. While they are excellent in improving handling in most applications, in our case, our truck’s heavy duty Ride Tech air bag suspension pretty much

handled the task of adjusting the ride height to suit the load. However, we still had some issues that needed to be addressed. Our hidden hitch setup is cool and all, but not without its difficulties. When installed, a standard hitch ball is mere fractions of an inch from the roll pan, making hooking the trailer up without damaging the truck a real challenge. At the same time, while the old-school 2-inch box

1: This is how our new Geb-Y GH 1224 torsion suspension hitch Class V hitch arrived from the big brown truck. Double boxed and banded, the packaging is secure—and it needs to be, because this sucker is HEAVY! With a 16,000-pound capacity, it is more than up to tha challenge of our project car and Covered Wagon trailer. Weighing in at a whopping 85 pounds, it is all the heavy duty hitch you could ever need and will most likely be the last hitch you ever buy. 2: Seen here is the standard multi hitch we’ve been using since we got the truck. While this design is servicable, it’s short length and perilously close ball made hooking up a challenging game of “try-not-to- crush-the-rollpan-with-the-trailer-tongue.” Even with the assistance of our backup camera, it was still a chore. Secondly, the standard box tube construction was rated only up to 10,000 pounds and transmits all forces from the truck to the trailer and vice versa, resulting in a harsh, noisy ride.

tube construction did the job adequately, in doing so it transferred all the forces from the truck to the trailer and vice versa, resulting in a harsh, noisy, and bumpy ride. Thankfully, we discovered Gen-Y Hitch’s GH 1224 torsion hitch to solve both problems. If you are like us, your first question is probably, “what’s a torsion hitch?” The answer is simple: it is a hitch equipped with its very own suspension

www.rpm-mag.com | march 2018

109

RPM TOW TECH 3

3: The handy built-in mechanical tongue weight scale (circled) provides quick feedback regarding loading. As long as the silver indicator is in range with the red pointer, your load is below the 1,700 pound tongue load maximum of the 16,000-pound unit. The even more rugged 21,000-pound rated version is available with a 2,400-pound tongue max.

110

to ensure that bumps and jolts arenâ&#x20AC;&#x2122;t transmitted between trailer and truck while you tow. After viewing the Gen-Y Hitch website and speaking with owner Carl Borkholder, we decided to give the GH 1224 (MSRP $509.99) a try. This rugged Made-in-USA piece shipped to us straight from the Gen-Y facility in Bre-

march 2018 | RPM Magazine

men, Indiana and arrived fully assembled and ready to go. With a durable silver vein and black powder coat finish, the hitch looks great (special colors and custom sizes are available at an additional cost). Features like a built-in mechanical tongue weight scale and grease zerks for routine maintenance show that the GH 1224 was designed for

4: Although we selected the 4-position 5-inch drop model, the 16K is also available in a variety of versatile configurations including 7 1/2, 10, 12 1/2, 15, and 17-inch drops with up to 6 adjustable positions. As you can see here, the design also spaces the hitch ball nearly 10 inches further from the vehicle than a traditional design, solving our tough hookup hidden hitch problem.

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5: The hitch comes with a beefy solid steel “Versa-Ball Mount” that includes a 2-inch and 2 5/16-inch ball, pintle lock, and two pecision machined pins with safety clips. easy, long-lasting use. Gen-Y backs their hitches with a 10-year warranty on all moving parts and a lifetime guarantee on all other parts, proving that their products are designed and built to last. While the versatile 4-position drop design with combo dual ball (2-inch & 2 5/16-inch) and pintle mount is great, undoubtedly it is the patented and patent-pending rubber torsion suspension that sets the Gen-Y unit apart from the competition. Using specially designed heavy duty rubber torsion flex cords, the hitch’s receiver toward the trailer and the hitch mount near the truck can actually move independently of one another

with the rubber cords providing a dampening effect. While competitors have tried other designs, the Gen-Y unit has no air bag to maintain, no bearings to crush or wear out, and is virtually maintenance free. Install is as simple as any other hitch, although be sure you’ve worked out if you want to do it alone, as the nearly 100-pound heft is considerable to maneuver into place and pin all by yourself. Once mounted to your truck’s receiver, adjusting the height of the Versa-Ball is simple and hookup is just like with any other hitch. The only snag we ran into with install was the fact that the added 10+ inches of length of the

6: With the Versa-Ball Mount in the second position, the hitch is actually level with the truck’s receiver. On our dropped dually, we could probably stand to move up a position or even flip the unit over for a slight lift, which would make loading our slammed Mustang easier by flattening out the loading angle somewhat. For standard height or lifted applications, the dropped positions would be better.

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www.rpm-mag.com | march 2018

113

RPM TOW TECH hitch compared to our previous hitch resulted in our trailer’s safety chains now being too short for hookup, so we will need to add several links of chain to get them to reach the chassis hookup properly. After driving with both hitches, all we can say is WOW, what a difference! Not only was hookup far easier and less risky for the truck’s roll pan, towing is now almost imperceptible. Gen-Y says the design squashes about 90% of the inertial force

SOURCE Gen-Y Hitch 621 E. Plymouth Street Bremen, IN www.genyhitch.com 574.218.6363

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between the truck and trailer, and we believe it. Our rig now pulls like a dream! And while load leveling isn’t necessary in our application, you can add a Gen-Y weight distribution setup that fits the torsion hitch for an extra $399. If you are looking to improve the safety, ride, and handling of your towing rig, give the Gen-Y torsion hitch a look. The unique design is incredibly effective and its bulletproof design is nearly indestructible!

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A revolutionary leap forward in performance monitoring. Loaded with features. The GTX Watchdog starts up incredibly fast (even when remote starting the vehicle), and is super responsive. Features a 5-inch capacitive touch screen. It can also unlock Cummins vehicles for tuming using the included unlock cable.

E-Seres PRO Combo Lights

20" Wide. 40 LED's. 50,000 hour lifespan. Featuring a combination of both Spot and Flood Hybrid optics. The Spot optic projects light over great distances in a concentrated beam. The Flood optic, while offering just over half the distance of the Spot version, provides twice the coverage area. When combined, they provide the perfect combination of distance and area.

Lithium Jump Starter

Ask For Details

Monitors battery activity for safe and efficient charging without any overcharge and complete with a built-in battery desulfator to rejuvenate underperforming batteries.

6V/12V Battery Charger & Maintainer

PN GB40 1,000 Amp UltraSafe A powerful battery booster that doubles as a portable power source for recharging USB devices, like a smartphone, tablet and more.

PN G750

Kits

Muscle Car Sway Bar

• Reduces body roll for better vehicle control • Fast, easy bolt on installation • High quality 4140 chromolly steel • High tech polyurethane bushings

Brake Control Units CURT brake controls are designed to maximize the effectiveness of your trailer brakes by telling them exactly when to activate and how much pressure to apply. A brake control also gives you the option of activating and adjusting your trailer brakes whenever needed.

Ask Which Controller Is Right For Your Application PN 625K

4 Vane Mechanical Vacuum Pump Kit

• For use on wet or dry-sump engines • Designed with precision sealed roller bearings • Precision machined from T6-6061 aluminum • Clear hard anodized for extended wear • Can be driven as high as 8000 RPM • Supplied with -12AN fittings • Maintenance free • Supplied with mounting bracket to SBC and BBC cylinder heads or any engine using a motorplate

Precision Forged Axles &

DrivelineComponents The best high-performance single and paired axle shaft kits and components available on the market today. GUARANTEED be free from defects in material and workmanship for the first 10 YEARS, or 100,000 MILES.

Available for popular race, off-road and high-performance street applications

PRO-KIT

Performance Springs • High performance handling and aggressive look. • Lower center of gravity. • Stop quicker, corner faster and get better MPG! • Progressive spring design for excellent ride quality. • Million-mile warranty

Ask About A Set For Your Car

Polyurethane Engine Mounts for Camaro/Firebird LS1 Soft-running enough to absorb vibrations for street use yet rugged for racing use. Replaces the original, short lived and typically too-soft rubber mounts. Made of Hyper-Flex performance polyurethane.Available in Black or Red.

Pro 15

Full Face Helmets Snell SA2015 rated full face auto racing helmets that incorporate contemporary styling with modern production techniques.

• Aero Design With Chin Spoiler • Available in Gloss Black, Gloss White, Gloss Steel, and Flat Black, • Available in XXS - 3XL

Now Available New Carbon Graphic Style

HP Series Differentials

Now Available For Gen 5 Camaro Auburn Gear High Performance (HP) Differentials outperform all competitors. Auburn's unique cone clutch arrangement provides the advantage over plate or gear type limited slip differentials. Available for Dodge, Ford, GM, and Toyota applications. Ask for details.

Tri-Folding Bed Covers Featuring a sleek design that creates smoother, more contoured, low profile appearance. The tarp is constructed of heavy duty, leather grained fabric with an integrated corner tuck system that has improved tarp tension and keeps your truck looking great.

LIVE LOCAL

(705) 435-6271 (705) 728-5911 (705) 726-6161 (519) 757-1200 (705) 445-9311 (519) 235-0290 (519) 924-1444 (519) 524-8389 (905) 545-9339 (705) 457-2322 (519) 364-2960 (519) 338-3441 (705) 789-1818 (905) 476-7721 (519) 396-3381 (519) 291-1213 (519) 453-0337 (705) 526-5488 (519) 348-9639 (519) 323-1530 (888) 572-8867 (519) 662-2411 (519) 662-2821 (519) 941-1510 (705) 325-1335 (905) 579-9884 (519) 371-0810 (705) 746-9564 (905) 839-4421 (519) 389-4242 (519) 925-6311 (519) 273-0650 (519) 284-1090 (905) 643-7700 (705) 566-9870 (877) 351-5604 (905) 936-4292 (519) 881-0980 (519) 357-3830 (519) 539-7483

BUY LOCAL

ONTARIO Alliston - Ideal Supply Barrie (North) - Ideal Supply Barrie (South) - Ideal Supply Brantford - Misener Motorsports Collingwood - Ideal Supply Exeter - Ideal Supply Flesherton - Ideal Supply Goderich - Ideal Supply Hamilton - A&A Discount Haliburton - Ideal Supply Hanover - Ideal Supply Harriston - Ideal Supply Huntsville - Ideal Supply Keswick - Ideal Supply Kincardine - Ideal Supply Listowel - Ideal Supply London - Performance Unlimited Midland - Ideal Supply Mitchell - Ideal Supply Mt. Forest - Ideal Supply Newmarket - ZZ Performance New Hamburg - Ideal Supply New Hamburg - Rudy Held's Orangeville - Ideal Supply Orillia - Ideal Supply Oshawa - Karbelt Speed & Custom Owen Sound - Ideal Supply Parry Sound - Ideal Supply Pickering - Karbelt Speed & Custom Port Elgin - Ideal Supply Shelburne - Ideal Supply Stratford - Ideal Supply St. Marys - Ideal Supply Stoney Creek - A&A Discount Sudbury- Witrak Auto Specialties Thunder Bay - DC Automotive Tottenham - Ideal Supply Walkerton - Ideal Supply Wingham - Ideal Supply Woodstock - Ideal Supply

(800) 565-3795

QUEBEC Mirabel - Wizzo Performance (877) 560-9178 St-Augustin-de-Desmaures - Brossard Performance (418) 872-3376 Terrebonne - Para Performance (450) 492-0141

NOVA SCOTIA Truro - R&D Performancenter

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