V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpmmag.com ASSOCIATE EDITOR..............................................TOBY BROOKS toby.brooks@rpmmag.com EVENT MEDIA..........................................events@rpmmag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpmmag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpmmag.com Photographic Contributions: TONY WEBER, TIM LEWIS, MARK goDragRacing.org, TARA BOWKER, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, MATT TROMBLEY, LOUIS FRONKIER, WILL McDOUGLE, BART CEPEK, BENOIT PIGEON, KAYLA WOOD, and PATRICK “RED” WILLIAMS. Editorial Contributions: TIM LEWIS, CHUCK SCOTT, MARK goDragRacing.org, TOBY BROOKS, TABITHA SIZEMORE, JAMES WILLIAMS, TIM BIRO, STAN SMITH, JT, RYK LEE WADDELL, GEORGE PICH, JAY MISENER. Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, and TIM BIRO.
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MEET THE RPM TEAM
EDITOR-IN-CHIEF.........................................................CHRIS BIRO editor@rpmmag.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@rpmmag.com To subscribe to RPM go to www.rpmmag.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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AT THE HIT The same...
W
by
Toby Brooks
ONLY DIFFERENT!
e’ll admit it: it was an accident. On any given month, our features and other content are a bit of a jigsaw puzzle that involve factors I never considered prior to jumping into the crazy world of automotive journalism six years ago. “What make and model is it?” “What kind of power adder does it run?” “What color is it?” “Street or strip?” These are just the tip of the proverbial iceberg. The questions we consider in trying to make sure we don’t over-cover any particular “flavor” of high performance street machine and wild door slammer drag car are extensive. While we aren’t people pleasers, per se, there’s a fair portion of our day, week, and month committed to ensuring that we are bringing you, beloved reader, more of what you want. That’s why we had a bit of an “oh crap!” moment when we first realized that we potentially had two “similar” cars snagging significant real estate in this month’s issue. We haven’t run a first-generation Mustang in a while, but somehow, someway, we ended up with not one but two gorgeous, brandspankin’-new builds ready to be immortalized in the August issue. “Let’s hold one and run the other next month,” one staffer suggested. “But what if we get scooped? They are both ready to run and you know how important it is that we feature cars first,” another responded. “What’s for lunch?” yet another asked, apparently more interested in his own needs than yours (Editor’s note: This employee was sent to HR for immediate disciplinary action. The reader ALWAYS comes first here at RPM.) After much debate and more than a little hand wringing, we decided to push forward with both. This month. Right here. In these pages. Before anyone with a Ford t-shirt starts celebrating, any Chevy fans start pouting, or any Mopar fans grab their torches & pitchforks that seem to be always at the ready (Admit it—you know you’re a passionate bunch. Both of these ’Stangs are actually Hemi-powered, after all!), allow us to explain why we opted to buck with our typical policy. First of all, even though they may happen to be similarly bodied, there’s way more different than the same going on here. RPM has grown
into a happy gathering of horsepower junkies over the past 20 years, but there’s a strong contingent who’d love it if all we ever ran were features on wild, top-shelf pro mod and related varieties of strip-only purpose-built drag cars. For your viewing pleasure, we offer up Jon Webster’s stateof-the-art 1967-bodied beauty. Another strong contingent of our readership likes drag cars, but they drop in every month to see their real true love: small tire grudge cars, fat-tired pro street, or the dual-threat street strip builds that are probably more similar to what’s actually sitting in their own shops or garages. Don’t worry—Rob Matheis’ 1965 pro streeter has got you covered. The differences don’t stop there, though. One was built start to finish in just 12 weeks. You read that right: in less time than it takes most of us to decide on what finish we’d prefer on our intake manifold bolts, Jon Webster built his entire car from the ground up and was ready to go racing. Meanwhile, Rob Matheis’ build was probably more familiar to most: a sixyear-long battle of wills beset by one hurdle after another before he finally unveiled it in time for this summer. One is in England. The other is in Missouri. One is big cubes and monster turbos. The other is a small Hemi with a more street-friendly induction and fuel delivery setup. One is all glass. The other is almost all steel. The point is, don’t be so quick to judge. RPM readers come in all different shapes, sizes, colors, countries, and brand affiliations. In a world that seems so intent on pointing out our differences and using them to divide us, we say that those differences are a true strength. That diversity brings interest. And that interest brings awesomeness. And even if you don’t totally dig what we’ve served up this month, rest easy friends. We’ll be sure to have something different for you next month. That’s the real beauty of it all. Now that that’s settled, what’s for lunch?
COMING NEXT MONTH: Truck Tech...........................................................................
We tried to get out the ol’ hauler in time for race and show season, but it wasn’t quite ready for action. Let us show you how we got it show-ready and road worthy again!
4
THIS AND MORE IN THE NEXT RPM! august 2019 | RPM Magazine
ADVERTISER INDEX A&A Manufacturing.............. 31 ACC Performance................. 110 Accufab Inc............................ 60 Aeromotive........................... 10 AFCO..................................... 97 AFR: Air Flow Research.......... 19 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 18 ATI Performance Products..... 47 Auburn Gear........................ 112 Aurora Bearing...................... 61 Autoglym.............................. 43 AVAK/Ridgegate Tools........... 42 Baer Brakes......................10, 90 Be Cool.................................. 88 BES Racing Engines............... 16 Bill Mitchell Products.......25, 81 Blower Shop............................ 5 Borla................................... 105 C&C MotorSports................. 102 Calvert Racing Suspensions... 94 Canton Racing Products........ 27 CFE Racing Products.............. 66 Chassis Engineering...........8, 22 CN Blocks............................ 110 CNC Motorsports................... 43 Coan Engineering................ 107 Competition Products........... 36 Crane Cams........................... 89 Crower.................................. 34 CVR Products........................... 9 DART..................................... 28 DaSilva Sick Kids Show.......... 39 Design Engineering..........26, 58 Diamond Pistons................... 98 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 49 Dynocologists........................ 39 Dynomite Dynamometer...... 20 Dynotech Engineering............. 8 Edelbrock.............................. 96 Energy Suspension.........16, 104 Erson Cams............................ 20 FUELAB................................. 24 Granatelli Motorsports.......... 83 GRP Connecting Rods............ 30 Harland Sharp....................... 22 Harwood............................. 113 HoleShot Wheels................... 35 Holley.................................2, 85 Howard’s Cams...................... 99 Hughes Performance............... 7 Ian Hill Racing....................... 81 Induction Solutions............... 32 Indy Cylinder Head................ 95 Innovate Motorsports.......... 103 JE Pistons.......................53, 109 Jesel...................................... 14 JW Perform. Transmissions.... 21 Kinsler Fuel Injection............. 13 LenTech Automatics.............. 38 Lokar Perf. Products............ 108
MagnaFuel............................ 17 Magnuson Superchargers...... 31 MAHLE Clevite Inc................. 50 Manton Pushrods.................. 66 Meziere Precision Mfg........... 66 Mickey Thompson Tires......7, 28 MS3-Pro EFI/DIY Auto Tune... 33 MSD Ignition....................... 111 Neal Chance Converters....29, 65 Nitrous Pro Flow.................... 99 Nitrous Supply.................37, 45 Parts Pro Perf Centers.......... 116 PBM Products........................ 12 Percy’s................................... 82 Performance Engineering..... 51 Performance Improvements.. 79 Perf. Plus Connection.......63, 92 Philadelphia Racing Products (PRP).............................52, 84 Powermaster Performance.... 38 Precision Turbo...................... 76 ProCharger............................ 64 Proform Parts.................87, 100 Pro Systems Carburetors.23,109 PTC........................................ 52 Quick Fuel Technology........... 25 Quik-Latch Products............ 102 Race Part Solutionsc............ 104 Racecraft............................... 86 Racepak................................ 91 Racequip............................. 101 RAM Clutches........................ 40 Renegade Racing Fuels......... 77 Ross Racing Pistons............5, 30 RPM Events/Woodward PreParty................................. 62 RPM Magazine Subscribe!.114 S&W Race Cars...................... 59 Scorpion Racing Prods........... 17 Shafiroff Racing Engines..33, 78 Steve Morris Racing Engines. 51 Strange Engineering............. 80 Summit Racing Equip.....12, 115 TCI Automotive...................... 41 Ti64....................................... 51 Tom’s Upholstery................... 45 Trick Flow.............................. 15 Tuned By Shane T.................. 82 VP Racing Fuels..............48, 106 World Products................14, 35
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5
august2019
Be sure to check out our Performance Directory on page 68!
Often Imitated, Never Duplicated—For 20 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 Conquest.............................................................. 54
It may have taken Rob Matheis and his family longer than anticipated, but they finally taste victory in this wicked white horse!!
Ford-01(k)....................................................................24 This killer street/strip Fairlane is the retirement we all are hoping for!
Class of Its Own......................................................... 8
With the heft of a flyweight and the punch of a heavyweight, this ’67 Mustang is a knockout!
C-10-imental ....................................................... 44 Justin Moore’s memory banks are filled with images of this bad-to-the-bone Chevy pickup and the people who helped him create it
RPM
EXCLUSIVE EVENTS Are You Ready?......................................92 Gearing up for Tom Bailey’s Woodward PreParty/RPM Birthday Bash
Pro Street Palooza.......................................................100 If you build it, they will come...
The Vow...................................................................... 80 This Chevy Vega isn’t the first one Mike Honey has owned… but it is safe to say it’s the baddest!
READ COMPLETE ISSUES OF RPM MAG ONLINE AT WWW.RPMMAG.COM 6
august 2019 | RPM Magazine
STANDING ON THE GAS SINCE 1963.
Mickey Thompson was unstoppable. He was the first American to 400+MPH at Bonneville & the manager of Lions Drag Strip. At heart, Mickey was a drag racer, now his DNA lives on in the innovative winning products we build today for drag racers like you. UNCOMPROMISED CONSTRUCTION / UNDISPUTED PERFORMANCE.
www.rpmmag.com | august 2019
7
I
n a world increasingly offended by things like red baseball caps and plastic soda straws, it is becoming more and
more difficult for the youngest among us to recall how mankind used to compete. Before keyboards and internet anonymity, if you talked big, you’d better be able
Chassis Engineering’s Outlaw “TRIPLE” Adjustable Ladder Bars The ultimate ladder bar for heavy, high horsepower race cars. 360 degree housing brackets w/integrated shock mounts. Chromoly construction for strength and lightweight. Includes all rod ends, hardware and brackets.
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The chassis prof30esyesioarnas ls for over august 2019 | RPM Magazine
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story by
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www.rpmmag.com | august 2019
9
CLASS OF ITS OWN
PARTS TO STARTS IN JUST THREE MONTHS?? As impressive as the build is top to bottom and front to back, the most incredible fact is that it was built in just three months. Please don’t ask us how long we’ve been building any of our project cars.
10
august 2019 | RPM Magazine
to back it up, as the only “safe spaces” of that bygone era existed behind a pair of your own capable fists and courageous disposition. Fighting has certainly been around since the days of Cain and Abel, however, the sport of boxing came about within the past 150 years or so. And while fighting is a free-for-all, the “sweet science” of boxing was intended to allow two boxers the chance to compete toe to toe with
someone roughly their size. Weight classes help ensure that boxers have a fair shot against an opponent. Typically, the lighter the fighter, the quicker and more agile he or she is. And the heavier the fighter, the more powerful and explosive he or she is. It would stand to reason, then, that if you could combine minimum weight with maximum power, you’d have the ultimate weapon of destruction.
That was certainly Jon Webster’s plan when he and the team at his very own Webster Race Engineering (WRE) in Northamptonshire, England put together this incredible 2,389-pound Hemi-powered pro mod 1967 Mustang. And the end result is one bad hombre. Perhaps even more impressive is the fact that they did it in just 12 weeks from start to finish!
www.rpmmag.com | august 2019
11
CLASS OF ITS OWN
TWIN TURBO TERROR The 500 ci AJPE Hemi powerplant is further encouraged with the positive pressurization provided by a pair of 88mm Precision Turbos.
FAST FROM THE START Building a competitive pro mod car for national and international competition is hard enough—doing it in under three months is a Herculean feat of planning, hard work, and execution. The first step was to create a strong but lightweight
tube chassis from 4130 chromoly. WRE handled the feat in no time flat, incorporating Strange Ultra struts on adjustable top perch mounts up front and a fabricated housing with a Strange Ultra case on a custom 4-link and Penske 3-way adjustable shocks out back. Strange carbon fiber discs were installed on all four corners. With an emphasis on minimum weight, the completed 114.5inch wheelbase 25.1H-spec chassis
Let’s Build It Together. 1-800-230-3030 12
august 2019 | RPM Magazine
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www.rpmmag.com | august 2019
13
CLASS OF ITS OWN
was not painted or powder coated, giving it a cool raw steel appearance. An ACF coating was applied that weighs virtually nothing but prevents corrosion. “To minimize weight, in addition to the chassis, we
installed the electro-motion system using electronics instead of old outdated pneumatics, used Raychem wire for the complete electronic system, a 680-amp lithium battery, the lightest wheels we could find,
THE
and various other fine details to help reduce weight,” Webster said. The finished car with driver in race-ready trim is more than 250 pounds under the class weight minimum, allowing the team great flexibility in moving
ORIGINAL
B ELT D R I V E SYST EM Patented High Torq Drive™ reinforced belt runs dry, spins with less friction than timing chains or gear drives and absorbs harmonics. Kit hardware is all Grade 8 Allen and Torx™ design. Cam timing is externally adjustable. 2 Piece Pulley is infinitely adjustable ±10°. Solid Pulley is adjustable ±8° in 2° increments. Crank Pulley is heat-treated steel and incorporates a High Torq Drive™ tooth configuration. Hard coated Billet Aluminum Upper Pulley features patented High Torq Drive™ tooth configuration. Teflon® coated vacuum cam and crank seals. Accessories available to run distributor drives, fuel pumps or oil pumps off front of cam. For product videos and information, visit us at Jesel.com or call us at 732-901-1800
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august 2019 | RPM Magazine
POWDER FREE The WRE chassis was intentionally left unpainted and un-powder coated to reduce weight. It has been wiped down with an ACF coating to prevent rust. The matching uncoated fabricated rear is suspended via a custom 4-link on Penske shocks.
Turn Your Ordinary Engine into a Contender. Not enough power? That’ll be the other guy’s problem when your big block Chevy is equipped with Trick Flow PowerPort® 320 cylinder heads. Want proof? The high-strength castings helped push our test engine up to 730 HP with just 490 cubic inches on tap. The thanks goes to the design. It starts with the 320cc/137cc rectangularshaped Fast As Cast® runners and continues with the 122cc heart-shaped chambers, 24° intake valve angles with 4° side cants for additional airflow volume, and the high-quality valvetrain components that guarantee exceptional power potential and competition-level durability. Dyno Results
Airflow Results
PowerPort 320
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Lift Value
Test Engine: 12.5:1 compression 490 c.i.d. with Trick Flow Flow PowerPort® 320 cylinder heads (TFS-4141T803), COMP Cams custom solid roller camshaft (280°/288° duration @.050"; .748"/.714" lift; 114° lobe separation), Trick Flow 1.7 ratio roller rocker arms (TFS-41400621), Trick Flow R-Series intake manifold (TFS-41400111), Hooker Super Competition headers with 2" primaries, open exhaust.
Intake Flow CFM
Exhaust Flow CFM
.100"
75
64
.200"
155
125
.300"
230
166
.400"
282
202 241
.500"
320
.600"
348
270
.700"
360
290
.800"
362
301
Tests conducted at 28" of water (pressure). Bore size: 4.500" 2.250" intake with CNC-bowl blend and CNC-inlet with MRG-121 gasket; exhaust with 2" pipe.
Your Recipe for Big Block Chevy Performance! New heads are just one component of the horsepower recipe. To make it complete, you’re going to need some more ingredients.
Track Max® Camshafts Give your big Chevy an even bigger power boost with a Track Max camshaft. They are dyno-proven to produce significant power increases over the entire RPM range, not just a particular RPM.
Roller Rocker Arms These aluminum roller rockers are excellent for use with Trick Flow heads plus most factory Chevy and other aftermarket heads, too. They feature heat-treated CNC-machined bodies, premium needle-bearing fulcrums, roller tips, and a machined relief for improved valve spring clearance. Sold in sets of 16 with polylocks.
Rocker Stud Girdles CNC-machined stud girdles help control valve lift and timing changes due to stud flex, allowing more consistent high-RPM performance. Each girdle is anodized blue and comes with high-quality mounting hardware and hardened adjusting nuts. Tall-style valve covers are required, which Trick Flow also offers. Look for them at TrickFlow.com!
TrickFlow.com • 1-330-630-1555 1908RPCT
Some parts are not legal for sale or use on any pollution-controlled motor vehicles.
www.rpmmag.com | august 2019
15
CLASS OF ITS OWN
JON WEBSTER’S PRO MOD 1967 FORD MUSTANG Chassis Type & Mods: Webster Race Engineering (WRE) 114.5-inch wheelbase 4130 chromoly tube chassis (SFI 25.1H certification). Suspension & Brakes: FRONT: Strange Ultra struts with 325 lbs./in coil springs with adjustable top perch mounts, chromoly tubular lower control arms, and Pinto rack-and-pinion steering rack. Strange carbon fiber disc brakes. REAR: Custom WRE 4-link with sliding wishbone locator and 2-inch anti-roll bar. Penske 3-way adjustable gas shocks with 110 lbs./inch coil springs. Strange carbon fiber disc brakes. Body & Paint: Tim McAmis fiberglass body (unmodified) prepped and painted by OCS Paint in Daventry, UK. Design by Darren West of Pro Race Graphics. Engine: AJPE 500 cubic inch Hemi block and Muscle heads. 4.40-inch bore and 4-inch stroke. Bryant crankshaft with MGP billet connecting rods and Diamond Pistons. Bullet turbo camshaft. Aviaid dry sump system.
weight around for maximum performance regardless of track conditions. Tires and wheels consist of stealth black Weld Racing units wrapped in Goodyear hides. 15 x 3.5-inch spindle-mount wheels spin up front with 25x4.5-15 Goodyear Eagle tires, while massive 16 x 16-inch Delta-V wheels with 33.5x17-16 Goodyear Eagle drag slicks provide all
the hook required out back. Next up came skinning the lightweight chromoly skeleton with a McAmis fiberglass shell. The body was not modified except for the addition of hood-mounted air intakes and fender exhaust dumps, but the cool coppery gold metallic hue was applied after standard prep by OCS Paint in Daventry, UK. The retro black graphics were
designed by Darren West of Pro Race Graphics and the timeless look is crisp and clean without being too busy or gaudy. Power for the Mustang comes from a 500 ci Alan Johnson Performance Engineering (AJPE) Hemi with a 4.400-inch bore space and 4.000-inch stroke. The elephant
Induction & Fuel Delivery: WRE custom modular billet intake manifold with built-in burst panel, internal trumpets, and eight central discharge 700 lb./hr Billet Atomizer injectors. Single central -16 fuel rail. Power Adders: Twin Precision Turbo 88mm pro mod turbos. Electronics & Ignition: MoteC M1 ECU, PDM, switch pad, C125 digital dash, and data logger. EPS installation, loom, commissioning, and calibration. Transmission & Driveline: Mark Micke M&M TH400 2-speed transmission, converter and shifter. Differential: Strange Ultra case and 3.89 10.5” ring and pinion gears. Tires & Wheels: FRONT: 15 x 3.5-inch spindle-mount Weld Racing wheels with 25x4.5-15 Goodyear Eagle tires. REAR: 16 x 16-inch Weld Racing Delta-V wheels with 33.5x17-16 Goodyear Eagle drag slicks. Other Important Info: “The car was built to turn-key in 12 weeks, which was achievable partially due to great support from Topspeed Automotive, Racinglines, EPS Motorsport, Nimbus Motorsport, Antigravity Batteries, and APM Hydraulic Services.”
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august 2019 | RPM Magazine
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has been filled with all the top quality components you’d expect, including a rotating assembly consisting of a Bryant crank with MGP rods and Diamond Pistons. Meanwhile, a Bullet turbo cam commands the valvetrain and an Aviaid dry sump system keeps the bearing surfaces happy. Induction consists of a pair of Precision Turbo 88mm pro mod units spun via exhaust gases routed through custom fabbed WRE stainless headers and the compressed atmosphere is routed via WREfabbed aluminum cold side ductwork. A Wilson billet
18
FLYING LIGHT The Mustang tips the scales at nearly 250 pounds under weight in race trim including the driver. Traditional weight savings measures like carbon fiber abound, but Webster was even able to save weight in less conventional ways like Raychem wiring and push-button panels rather than normal switch boxes.
august 2019 | RPM Magazine
CLASS OF ITS OWN
www.rpmmag.com | august 2019
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5-inch throttle body is mounted out front on a WRE custom modular billet intake manifold that sports a single central -16 fuel rail and an octet of 700 lb./hr Billet Atomizer injectors. Backing the big Hemi is an M&M TH400 2-speed trans. An M&M converter
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august 2019 | RPM Magazine
was also utilized. The open dual rail chassis makes maintenance a breeze from the cockpit. Speaking of the cockpit, inside, the lightweight theme is apparent there, as well. A carbon fiber dash and single carbon fiber seat wound out the
spartan “accessories,� while an M&M shifter and MoteC digital dash and switch panel provide driver interface. Lexan windows have been cleanly installed, as has the lightweight Raychem wiring harness and massive carbon fiber tubs.
CLASS OF ITS OWN
www.rpmmag.com | august 2019
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CLASS OF ITS OWN CALLING CARD Close inspection reveals a level of craftsmanship and attention to detail that seems almost impossible considering the three month build timeline, which Webster acknowledges would not have been possible without the generous support of his sponsors. And while it is to be expected to have to work out some new car gremlins, Webster expects to compete his “Fast Company” Mustang this season in both Motorsport UK and FIA sanctioned events for 2019. Without a doubt, this killer fastback is better for promoting his business than any brochure or website could ever hope to be!
Check out FAST COMPANY in testing action here: https://bit.ly/2XJ9vcT or scan the QR code to navigate to the video using your mobile device.
ACROSS THE POND Webster competes in the Motorsport UK and FIA. He and his team expect to have the car fully sorted and chasing victories this season.
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The chassis prof30esyesioarnas ls for over 22
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august 2019 | RPM Magazine
www.rpmmag.com | august 2019
23
F
ormer plastics engineer Ken Clark spent much of his formative years and most of his professional career in Southern California. Immersed in the unique car culture of
24
the area and the era, he quickly developed an affinity for American muscle cars—especially Fords. And while living within earshot of the famous San Fernando Raceway, he also developed an intense love for drag racing.
august 2019 | RPM Magazine
“My dad took me for the first time when I was 12 and I have been hooked ever since,” he recalled. As family and career took precedence in his life over the next few decades, those passions had to take a back seat. However, once
story by
Toby Brooks
photos by
Bart Cepek
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FORD-01(k)
PERFECTLY TUCKED The beefy 315 Mickey Thompson radial tires tuck absolutely perfectly out back and the look happily positions the car somewhere between pro touring and pro street. Call it what you will...we say it’s pro AWESOME!
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.
any vehicle. This protection is a relatively inexpensive preventive measure compared to the parts and labor costs of replacement. It can be as simple as covering the hose or line with products specifically designed to protect them from the heat and other damage.
Why should I protect my under-hood components?
Protecting a vehicle’s electrical wiring, coolant hoses and other lines is vital to the overall performance and operation of
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august 2019 | RPM Magazine
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
Available at
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.
he hit retirement, it was at long last time to build his dream car: a street/strip 1967 Ford Fairlane. “I retired and moved to Idaho not far from Firebird Raceway in Eagle, which is just outside of Boise,” he said. The move was strategic. “It was a bucket list thing of mine to be able to race often at a nearby local track,” he added. Initially, he campaigned a track-only 1964 Thunderbolt clone, but the desire to have a dual-threat street/strip ride was too great. He
started hunting for a suitable car to build, and a ’67 Fairlane was at the top of the list. “I found the car in San Dimas, California about 10 years ago,” Clark said. Originally a 390 ci 2-barrel auto, the Ford had been meticulously resto-modded over the preceding 15 years. It was a solid, rust-free California shell and had been upgraded with a cam, some bolt-ons, and a 4-speed with factory pedals. Body and paint were nearly flawless, with only a fiberglass 427 Fairlane
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AU-NATUREL
REDEFINING PERFORMANCE
SHP LS NEXT PRO • Superior strength 220 BHN Cast Iron • Full skirt design for use with OE type oil pans and windage trays • Standard LS 9.240” deck height • Bore sizes from 4.000” up to 4.185” • Factory oil filter provision • Priority main oiling • 4-bolt Steel main caps with upgraded ARP main studs • 6-bolts per cylinder capability • 8 counterweight machining
A well-detailed all-aluminum 482 ci Ford now rests between the frame rails, making 800+ hp without the assistance of boost or juice. reproduction hood straying from stock. The light blue hued PPG two-stage basecoat/clearcoat paint was in good condition, as were the factory trim and brightwork. All it needed was Clark’s own personal touch. A budget was developed and the upgrades began. A Keith Craft Racing Engines all aluminum 482 ci Ford FE side oiler was prepped for duty first. The Robert Pond block was fitted with a Scat steel crank, Scat H-beam rods, and Diamond 10:1 compression pistons. A custom ground COMP hydraulic roller cam was selected and paired with Morel roller lifters, chromoly pushrods, and T&D shaft rockers. Induction consists of an aluminum Edelbrock Performer intake with a QuickFuel 800 cfm carb
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248.362.1188 | DARTHEADS.COM
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august 2019 | RPM Magazine
STRIP
FORD-01(k)
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FORD-01(k)
supplied by an Aeromotive electric pump. A full complement of MSD ignition components were installed, including a 7AL-3 box and a Pro Billet distributor. Behind the stout FE, Clark picked a Jerico aluminum DR4-4 4-speed with road race sliders for downshifting. A full exhaust with ceramic coated REF headers and 3-inch exhaust help keep things legal on the street, too. While Clark had managed to get the engine A GLOBALLY TRUSTED NAME IN
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august 2019 | RPM Magazine
and trans in place, he eventually decided to call in reinforcements for the rest of the build. “I got the motor and trans in, but I soon realized I’d need some help to finish it to the level that I wanted.” Fabricator Tim Ketlinski and his team at Qualafab Performance Fabrication in Meridian, Idaho took over and the build’s scope (not to mention budget) soon grew substantially. First, Ketlinski installed a pair of custom
subframe connectors and a full cage with trick swing-out bars to stiffen things up and increase safety. Up front, a Heidts Superride II front suspension was installed, as the factory shock towers were scrapped in favor of a control arm setup with coilovers and a new rack and pinion steering system. Out back, Clark opted for a mild 3 ½-inch minitub job that made room for a fatter rear tire without needing to hack the car
KEN CLARK’S STREET/STRIP 1967 FORD FAIRLANE Chassis Type & Mods: Custom subframe connectors and custom 4130 certified roll cage and minitubs by Tim Ketlinski and crew at Qualafab Performance Fabrication in Meridian, Idaho.. Suspension & Brakes: FRONT: Heidts Superride II front suspension, coilover shocks, and rack and pinion steering (factory shock towers removed). Wilwood disc brakes. REAR: Cal Trac monoleaf springs relocated 3.5-inches inboard. Calvert adjustable shocks. Wilwood disc brakes. Body & Paint: Stock Ford factory steel body with fiberglass 427 Fairlane reproduction hood. Repainted PPG light blue poly basecoat/clearcoat with fresh clear. Engine: Robert Pond all aluminum side-oiler Ford FE punched out to 482 ci and assembled by Keith Craft Racing Engines. Scat 4340 steel crank, Scat H-beam rods, and Diamond 10:1 compression pistons. COMP Cams hydraulic roller cam. Morel roller lifters and T&D shaft rockers. Induction & Fuel Delivery: Edelbrock Performer aluminum intake manifold with QuickFuel 800 CFM carb. Aeromotive fuel pump, regulator, and filters. Power Adder: None. Exhaust: REF equal-length ceramic coated custom headers with 3-inch exhaust. Electronics & Ignition: MSD 7AL-3 ignition controller w/shift, burnout, and launch RPM control, Autometer tach and gauges. Transmission & Driveline: Jerico aluminum DR4-4 4 speed with road race sliders for downshifting. Roltech billet shifter w/ Hurst shift handle, Quicktime SFI bellhousing, Ram SFI steel flywheel, and Ram HD clutch & pressure plate. Differential: Fabricated 9-inch rear housing, Mark Williams aluminum center section, 4.11 gears, Lenco locker, gun-drilled 35-spline axles.
Features
TSV Technology
Tires & Wheels: FRONT: 15x4-inch ET Classic V wheels with M&H 165/80-15 radial tires. REAR: 15x10-inch ET Classic V wheels with M&H 315/60-15 drag radials. Rick Kowalczykowski photos
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www.rpmmag.com | august 2019
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FORD-01(k)
FACTORY FRESH If not for the Qualafab cage and a few added gauges, the interior would look almost completely stock...not to mention pristine.
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august 2019 | RPM Magazine
to pieces like on a typical pro street build. Cal Trac monoleaf springs were relocated inboard and Calvert adjustable shocks control the bounce. A full set of Wilwood disc brakes help slow the almost all steel Ford down. Knowing that the side oiler was capable of 800+ horses on pump gas without a
power adder, Clark decided to beef up the differential, where Qualafab prepared and installed a mildly narrowed fabricated Ford 9-inch housing with a Mark Williams aluminum center section, 4.11 gears, and gun-drilled 35-spline axles. Rolling stock for the classic Blue Oval consists of ET Classic V wheels with
www.rpmmag.com | august 2019
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august 2019 | RPM Magazine
FORD-01(k)
M&H rubber. Up front, 15x4s spin 165/80-15 tires, while matching 15x10-inch rear wheels have been shod with a portly pair of 315/60-15 drag radials. The end result is a killer stance that lives somewhere between pro touring and pro street—but looks absolutely perfect for the lines of
the car regardless of what you call it. The interior is all Ford, with mostly original pieces partnering with reproduction seat covers and new carpet to keep things looking fresh. The Qualafab cage nearly melts away to the eye due to the color matched light blue
metallic paint. Factory belts were retained along with a factory steering wheel, but a Hurst shifter with line lock, a trio of Autometer Sport Comp II gauges below the dash, and column-mounted AutoMeter tach round out the aftermarket upgrades.
BACK TO YOUR CELL The cleanly fabricated aluminum fuel cell is home to an Aeromotive A1000 electric pump and is viewable both under the car and in the cleanly detailed trunk.
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The car has been complete for less than two months, so Clark has not yet had the pleasure of blasting it down the track— but he plans to soon. And as jealous as we are that he’s earned the right to be happily retired through the week, we’re even more jealous that he now has a gorgeous looker on the street that he can hop in and take to the track any weekend he desires. Now THAT’S an investment we’d all like to be able to cash in someday!
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august 2019 | RPM Magazine
Nitrous Power Buy Factory Direct! Nitrous Supply, the company headed by Mike Thermos (founder of NOS) is a primary resource of components used by many popular brands. The company now offers compete nitrous oxide kits for racing and street applications.
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t of Am This complete ki es: ud cl in components lb. bottle (blue) 0 1 um in lief • Alum ve with safety re al v • Hi-Flo 660 ts • Bottle bracke s) . bottle (fits 10 and 15 lb eel line (14 ft.) st s es nl ai Get everything st d de • Brai you need to olenoids l s ue F plumb a manifo nd ts ke • Nitrous a as g ld yourself; ith w te la p us stainless steel l • Thin 5/8” nitro s (4) ines, ud st b no ar zzles, fittings, e • Longer c itches tc. er and arming sw el • Throttle trigg fu d an s ou itr r n fo gs in • Filter fitt 50, 200 Similar systems also available • Jets for 100, 1 ts for EFI applications at $379.95 and 250 HP sho
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www.rpmmag.com | august 2019
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SHOP TALK
1
I’VE SAID IT BEFORE...
EASY
EVER
NOTHING’S JT
story and photos by
H
ello fellow gearheads. With every passing day, I am getting one step closer to finally finishing the latest upgrades on Big Red. Once
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you go down the long, treacherous, expensive road named “Mild to Wild,” bypassing the town of “Simple and Easy,” you arrive at the city of “Expensive-ville,” which is surrounded by the suburbs “Nothing Fits” and “Custom Fabrication,”
august 2019 | RPM Magazine
and the road connecting them all together that leads home is appropriately called “Really?.” For a naturally easygoing and super calm guy like me, things around my shop the last two months have been everything but that.
Allow me to share with you my most recent experience with a simple and easy upgrade that came extremely close to taking my Jedi skills to the dark side. I’m an ’80s guy. I went to high school in the ’80s and love my heavy metal and pro
street cars. When I was 17, I dreamed of having big tires and Weld Wheel Pro Stars on my ’64 Oldsmobile F-85. Unfortunately, I simply did not have enough money at the time to bring that dream to fruition. My Cragar SST and Laramie 60s were all I
2
1: This simple one-inch lip protrudes just enough to hit my old brake assembly and put this upgrade on hold for a while. 2: Unboxing this bolt-on kit from Strange revealed what should be a simple fix to my problem. I was extremely impressed to find such a simple and clean brake assembly.
3
3: I really didn’t have the time to pull the axles and change my less-thanone-season-old bearings. After some research and some good old fashioned math, there was no option. The bearings needed to be replaced.
was able to swing. When we began to build Big Red, I told my wife it had been a lifelong dream of mine to have monster steamroller 33x21.5 Mickey Thompsons rolling on a set of Pro Stars. We found a used set in amazing condition and my car instantly transformed into the car of my 1980s dream. The first person to begin waking me up from my dream was my buddy Scott. He was one of the first people to see my car when we finished “Stage 1” of her life. He complimented my craftsmanship and attention to detail. That was short lived however, as his next words were, “are you growing that mullet back and how come you didn’t put a CB antenna on the trunk?” Now in his defense, he is a few years
younger than me and really didn’t get the opportunity to experience the decadent ’80s like I did. I thoroughly enjoyed that look throughout several phases of my car. It just simply brought me back to a happy place and time. I never once thought of changing the look or stance of her until…I saw my first copy of RPM Magazine. This magazine hit me hard and fast like a Mike Tyson hook. Page after page of gorgeous cars that not only looked good but had insane amounts of horsepower under the hood—and quite often through the hood, as well. I started attending pro street events in my tri-state area and soon noticed that many people were branching out from the classic ’80s
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SHOP TALK pro street look and morphing them with qualities of the new pro touring craze. Some of the notable changes this evolution brought to my eyes was a much more comfortable and elegant interior, a simple and classy approach to paint, and a vast variety of modern wheels and tires. In my defense, while I’ve done everything possible to keep my car “streetable,” it is first and foremost a race car. The comfortable and elegant interior I mentioned above is certainly a beautiful touch, but my seats, roll cage, helmet and steering wheel hook, and classic Quarter Stick are far from elegant and comfortable. There is no GPS or Bluetooth in Big Red. A data logger and digital display screen are as modern as it gets. She consumes 112 octane racing fuel at a rather rapid rate. I don’t need GPS for a track pass or a local cruise to my favorite ice cream shop. Not to mention the fuel cell will take me a whopping 20 or so miles. With the help of Matt at Convenience Collision, I have indeed modernized the paint on my car and can’t wait to share it with all of you. For the record, it was extremely hard not to give it that classic ’80s multi-color paint scheme. And the other change I was not only willing to make, but eager as well, was to upgrade the wheels and tires. This is what leads me to this month’s topic: nothing is ever easy. I was fortunate enough to be placed alongside a gorgeous 1966 Chevelle at
40
a Super Chevy Show a few years ago. Like me, the owner hand-built his car in his own shop with the help of his family. I quickly noticed how his wheels really set his car apart from the others but retained an incredibly “badass” classy look. It was an extremely busy weekend, and I had the pleasure of sharing it with my wife, daughter, and little brother. I left that show knowing I needed to make a change in wheels, but just couldn’t turn my back on the precious ’80s. Wheel size, back spacing, and tire size are kind of like voodoo magic to me. There are people who could look at a stance of a car and know immediately the wheel size and profile of the tire. I knew that I had 17-inch wheels on the front of my car and 15-inch wheels on the back. I really wanted to get the skinniest tires I could find on the front but quickly found out there was only one option, and it would not work with my existing rim width. To add insult to injury, the overall diameter was going to be too big for my fenders. So the question was how do I go down two wheel sizes while retaining the same overall diameter? The buddy who asked if I was going to grow a mullet back just happens to be a wheel and tire expert at a local shop. He asked me very specific questions and taught me how to measure the existing back spacing and wheel width. He graciously volunteered to swing by my shop and let me “try on” a
august 2019 | RPM Magazine
4
4: A broken press plate and two presses later, I was back on track swapping out the old bearings and pressing in the new ones. There is no way these plates are ever going to bend. I love that perpendicular strength piece welded in! 5: This is how the caliper mounting bracket gets sandwiched between the axle and the new bearing retainer plate. Super clean and easy!
5
6 & 7: They fit! At the end of this painful journey, I was extremely happy with not only how the wheels fit but how they look. The braided lines from the “T” to the caliper added a nice finishing touch to the overall project.
7 6
set of front wheels off of his car that he thought would work for me. The first thing I noticed was how small and light his wheel/tire combo was. The second thing I noticed was that they were black and I’m a polished aluminum guy. I quickly remembered this was just for fitment and to see if I liked the look of the size. Then it happened. There is something about mounting a black wheel on a red car that just screams “TOUGH!� I thanked Scott for coming over and he assured me that whatever wheel I decided on, he would help me find a tire that would retain the stance, ride height, and fender or quarter clearance I needed. Over the next week or so I looked at nothing but wheels. Then I came across a picture on my phone of that beautiful ’66 Chevelle I saw at the Super Chevy Show. Bam! That was the wheel I remembered drooling over a year ago. Fortunately, I had become phone friends with the owner Jeff, and he and I talk on a monthly basis. He took a close up of his wheels and sent them to my phone as we chatted. As soon as I hung up with him, I got on the website and started to research this wheel I just had to have. I was able to configure a wheel that met all of my specs and noticed they had an option for polished or black. When I selected black it automatically changed the picture on my screen to the new selection. Remember, I’m a polished aluminum kind of guy, but seeing that black wheel on my car had me a little confused. Selecting the black option on this new wheel was a happy and perfect blend of both. The entire wheel had a high luster polished aluminum shell with subtle black inserts and a black beadlock. I immediately knew it was not only what I wanted but also exactly what my car needed. The front wheels arrived first, and they fit over my Aerospace calipers and rotors perfectly. The brand-new Mickey Thompson skinnies that I ALWAYS wanted completed the look— all without a hiccup along the way. But remember my friends, nothing is ever easy! The rear wheels were out of stock and were being made just for me. I was quickly losing time as my car wasn’t fully assembled and there were still parts that needed to be painted. In the back of my head I reassured myself that it’s simply a set of rear wheels going on my existing tires. So, I let that stress go and focused on completing all of the other fab work and upgrades while I patiently waited for the new beadlocks to arrive. I had the wheels delivered to my buddy Matt’s shop because I was out of town for a few days. The very next day
after we arrived back home, I drove to Matt’s Shop and picked up my wheels. I didn’t get back home to my shop until after 10pm that night. Exhausted from traveling and worn out from a long day, I told my wife I needed to stay in the shop the rest of the night and play with the wheels. Unboxing them was clearly going to become the highlight of my night. The wheels were absolutely stunning to say the least. The finish of the aluminum was brilliant, and I couldn’t wait to see them on my car. Unfortunately, that excitement lasted mere seconds. When I put the wheel onto my rear hub, it would not fit over the brake assembly. My heart sank and I was a bit confused. I ran back to the paper work and looked at the size. Everything was just as I ordered. They even printed the size on the box the wheel came in. Did I make a mistake when I measured my old Pro Stars? I broke out the tape measure and a homemade jig I constructed to properly measure back space. I was both happy and sad that my measurements were all correct. I moved on to the new wheels, checked the measurement on them and they were also correct. Why would my old Weld Wheels with the same exact measurements fit and the Billet Specialties wouldn’t? It didn’t take long to figure out the difference. The Weld Wheels have a straight line leading to the mounting surface. The Billet specialties have a lip that is one inch higher a few inches from the mounting surface. This higher lip was hitting my caliper. There was nothing more I could do at midnight so I decided to call it a night. In the morning, I got on the phone with Billet Specialties and asked them if they had any other options. They said all of their wheels had the lip for increased strength at the hub. They also told me I needed an overall rotor / caliper measurement of no greater than 13 inches. As you can probably already guess by the very title of this article, finding a brake system with a maximum overall diameter of 13 inches that would fit my application was not as easy as buying brakes for your stock ’94 Camaro. Since I already had a new set of Wilwood discs out back, I gave them a call and asked for help. I was educated on a few things like axle offset and was guided by a very knowledgeable tech guy through the process. After a long two days of waiting, I was notified by Wilwood that they did not make a low-profile brake kit that would work with the Billet Specialties wheel. Now that I am an expert with axle offset and every possible braking spec to order what I needed, I cracked my knuckles and went into cyber world
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www.rpmmag.com | august2019
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SHOP TALK
刀椀瘀攀琀 ⬀ 刀椀瘀攀琀 一甀琀 ⬀ 刀椀瘀攀琀 匀琀甀搀
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刀椀瘀攀琀⼀刀椀瘀攀琀 一甀琀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀
䔀û漀爀琀氀攀猀猀 愀渀搀 䔀ϻ挀椀攀渀琀 䜀攀琀 琀栀攀 樀漀戀 搀漀渀攀 昀愀猀琀 䄀嘀䄀䬀 刀嘀䐀 愀渀搀 刀一䐀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀 ∠ 䰀攀瘀攀爀愀最攀 琀栀攀 瀀漀眀攀爀 漀昀 瀀漀眀攀爀 琀漀漀氀 昀漀爀 攀û漀爀琀氀攀猀猀 爀椀瘀攀琀椀渀最 ∠ 唀瀀 琀漀 ㈀砀 愀猀 昀愀猀琀 愀猀 洀愀渀甀愀氀 琀漀漀氀猀 ∠ 匀洀愀氀氀 瀀爀漀漀氀攀 昀漀爀 攀砀琀爀攀洀攀 瀀漀爀琀愀戀椀氀椀琀礀 ∠ 唀猀攀 礀漀甀爀 搀爀椀氀氀 昀漀爀 搀爀椀氀氀椀渀最 愀渀搀 爀椀瘀攀琀椀渀最⸀ 一漀琀 漀渀攀 漀爀 琀栀攀 漀琀栀攀爀⸀ 䴀漀搀攀氀猀
刀嘀䐀ⴀ 㨀 唀瀀 琀漀 ⼀㐀ᴠ 爀椀瘀攀琀猀 刀一䐀ⴀ ⴀ嬀匀⼀䴀崀㨀 唀瀀 琀漀 ㌀⼀㠀ᴠ 漀爀 䴀 爀椀瘀攀琀 渀甀琀猀
looking for a fix to my dilemma. After hours of research and several phone calls, I found that Strange is the only company that even comes close to making a low-profile kit for my Dana 60 and Billet Specialties wheel. It all comes down to that hyper critical axle offset. My tech guy at Strange was just who I needed to help me through this problem. He offered a kit that would get me extremely close to my axle offset and instructed me on maximum shim width for safety. The Strange Pro Series rotor and low-profile caliper measure in at a slender 12.66 inches, which is well under the 13 inches I needed to fit. When the kit arrived I was extremely impressed with how simple it looked. Strange made a one piece caliper bracket that fit between the end bearing retainer and the axle housing. It also came with a new style bearing and retainer that is an upgrade from the one-piece design Mopar made. Since time was a major issue on this, I really didn’t want to remove my axles, press the old bearings off and the new ones on. I took my digital caliper and measured the old bearing and retainer extremely careful. I then took the new kit they supplied and measured them with the same attention to detail. Everything was identical with the exception of the actual retainer plate. The new one was slightly smaller. After doing some math, I found that it would bring my axle offset to exactly where Strange wanted it to be. Time was still a major issue, and I called my tech guy at Strange and asked him why they included the bearing with the kit. He went on to explain that besides being critical to the overall kit and axle offset, it was also a major safety upgrade from the one I was using, which has been proven to fail and make the axle free-float. Damaging my freshly painted rear quarters or possibly even worse, was enough reason to pull the axles and swap the bearings. But NOTHING IS EVER EASY my friends. As I attempted to remove the old bearings, I cracked one of my press plates in half. I hated to bother my buddy Matt anymore, as he was trying to get my hood painted and be free from my constant need for updates. I say it often, and need to say it again: there is nothing like the right tool for the right job. Matt’s press made it easy to get
8 刀一䐀ⴀ
刀嘀䐀ⴀ
圀圀圀⸀刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀⸀䌀伀䴀
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刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀
august 2019 | RPM Magazine
those axles ready for install. Someone reinforced his press plates by welding a vertical piece of steel on top of the horizontal edge. There was no way they were ever going to bend. Like with all of us, time is a valuable commodity. We never seem to have enough time to do the things we have to do, let alone finding time to play with our race cars. A few days passed since my axles were safely home and ready for install. I made a decision to wake up two hours early so I could get into the shop and try to make those beautiful wheels fit once again. I am happy to announce that the new brake kit from Strange fit perfectly with minimal shimming and zero fabrication or alteration. The overall kit is a major upgrade from the one I was using and came in a lot lighter. I have to admit that I was a bit nervous as I placed the wheel onto the hub. The 12.66 inches they advertised, fit with no issues inside that wheel. It even left room for the wheel weights, which worried me in the back of my brain. So, the next time you get a bright idea to do a simple upgrade like, I don’t know, maybe changing the wheels on your car, please remember that NOTHING IS EVER EASY! In case you were wondering, I mounted the tires on my wheels and they look absolutely, positively, stunning on my car. I’m in the home stretch with this build and only await the completion of my hood from Convenience Collision. In the meantime, I’m in the process of sand blasting and painting all of the hood brackets, locks, and striker plates. My brother is finding all of the new hardware that is needed to mount them to the finished hood. We still have to buff some spots on the car and fix a few gaps on the rocker covers, but dare I say these are all easy tasks? I know better than to ever say that again. I’m looking forward to sharing the finished product with all of you in an upcoming article. Until next time, keep wrenching!
8: I am saving a photo of my freshly updated, upgraded, and rebuilt beauty for my next article. Here is a sneak peak of what those wheels looked like after I mounted them.
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peaking from experience here, it’s funny what we remember from our childhood as we age. For some, it’s a familiar smell of grandma’s kitchen. For others, it is just a few notes from a beloved song. But for the car guys and gals
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among us, it is fairly common that some of our best and most vivid recollections almost always involve wheels. Take the builder and owner of the wicked C-10 you see here, Justin Moore. He’ll tell you that he might not be able to recite the preamble to the Constitution or apply the
august 2019 | RPM Magazine
quadratic equation he learned in his school days, but he sure remembers the first time he laid eyes on the Chevy pickup that he would eventually own. “I remember as a kid every time I would go to the parts store to get parts for my minibike seeing this cool old pickup sitting out front,” Moore
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LOW-PRO-TO GO The stock framerails were boxed and drop components were installed up front to get the nose down, while a 4-link kit and narrowed Dana 60 in back made way for the fat Hoosier tires in the rear. The blown rat motor makes 800+ hp on pump gas. said. It was era-perfect and cool to the bone with ’80s style—metallic blue paint with thick ZZ Top stripes down the sides, dark limo tinted windows, a diamond plated tool box, an old snap-on tonnau cover, and Centerline Convo-Pro wheels. The truck’s original builder and owner (who also happened to own the shop), Jerry, was always happy to talk to Moore about it, too. “It had the big poofy leather captain’s seats from a van, thick carpet all the way up the doors, and ran a built 350 with a Muncie 4-speed, he added. While in high school, Moore’s friend Ben was able to buy the C-10. “I remember riding shotgun many years cruising it in high school, and about nine years after I graduated, Ben sold me the pickup,” Moore said. The truck had sat in a field for quite some time due to a broken
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august 2019 | RPM Magazine
C-10-IMENTAL
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C-10-IMENTAL
COLOR FLIPPED At first glance, the Chevy appears to be classic hot rod black, but a rich Chrysler Blaze Red hue has been applied to the underhood, interior, and bed.
trans and some other minor issues. It was in desperate need of a total restoration and while Moore was up to the challenge, finances and other more pressing concerns took precedence. “It took me about 15 years to restore and build the truck,” he added. The stock chassis was re-
tained, but fully boxed from the rad supports all the way back to the 4-link. With the help from
Qualafab and Blackstone Race Cars, a tightly-fit cage was installed, and the entire chassis was painted with chassis black while every bolt-on component was powdercoated. Up front, the ride height was reduced substantially with 2.5-inch drop spindles and 1.5-inch drop springs from McGaughy’s. The rotors were converted to a standard GM 5x4.75 bolt pattern and GM discs were installed. Out back, Moore and his brother cut the stock frame to make way for a custom 4-link kit from Chassisworks. A Sportsman Pro Street kit was installed along with Alston coilover shocks and Wilwood discs. Qualafab narrowed a Dana 60 rear that was stuffed with 35-spline Summers Brothers axles and 4.56 gears with the help of friend Bob Dixon. With the chassis squared away, Moore turned his
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august 2019 | RPM Magazine
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C-10-IMENTAL
attention to the engine for the truck. A friend happened to have a blown big block for sale. “He was cool enough to let me pay for half of the price of the engine and work off the other half,” Moore recalled. Before dropping it in the C-10, Mike Montgomery and the crew at Westside Machine went through the internals, refreshing and fortifying along the way. Custom billet main caps were machined and the block was converted from a 2-bolt to a 4-bolt configuration. The block was line bored and honed before being punched out 0.030 over. A forged GM steel crank spins H-beam rods and forged pistons. Merlin heads were massaged and fitted with larger valves, while a COMP Cams roller blower cam was selected and installed.
Up top, a 6/71 Mooneyham blower was rebuilt and Teflon-stripped by The Blower Shop before being bolted down on the Mooneyham aluminum intake. The huffer is underdriven for street use and pump gas, making around 4.5 pounds of boost. A pair of Barry Grant 750 Blower Demon carbs are topped off with a BDS polished aluminum scoop and fed by an Aeromotive A1000 electric pump in a bed-mounted 12-gallon aluminum cell. An MSD Pro Billet distributor lights the fires with the help of a 6BTM box. Wiring was cleanly and neatly installed by Ben at Irish Auto Repair and features several custom-machined billet looms and hardware made by Moore to both protect and add cool factor. “I had my own machine
shop for a while and made all the billet hardware on the truck,” Moore said. In addition to wiring looms, he also made custom billet door panel and dash inserts, window cranks, door pulls and levers, and seat mounts. Ammerman’s Auto assisted with the exhaust, where a pair of Stan’s coated tri-y headers were employed along with bullet-style mufflers and electric actuators when Moore decides to go open headers. Aft of the cutouts, polished 3-inch tubing sends the expelled fumes rearward. All told, the combo was good for 730 horses through the mufflers and to the wheels on 91 octane pump gas. Backing the blown rat is an overhauled and upgraded TH400 with heavy duty clutches and a Stage III shift
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august 2019 | RPM Magazine
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JUSTIN MOORE’S PRO STREET 1967 CHEVY C-10 PICKUP Chassis Type & Mods: Stock chassis that has been boxed from radiator support to 4-link. Chris Alston Chassisworks 8-point roll cage. Fabrication work by Tim Ketlinski at Qualafab Performance Fabrication and Dennis at Blackstone Racecars. Suspension & Brakes: FRONT: Modified factory control arms with Chevy 2.5-inch drop spindles and McGaughy’s 1.5-inch drop springs. Factory 71-72 Chevy disc brakes. REAR: Chris Alston’s Chassisworks Sportsman 4-link kit with coil-over shocks. Wilwood disc brakes. Body & Paint: Prepped by owner, Gary Friedly, and Greg Kirby. Filled holes, smoothed firewall and front marker lights, and modified grille. Factory Chrysler Blaze Red Crystal and Recon Black. Custom oak hardwood bed floor. Engine: Mike Montgomery-built big block Chevy. Modified 2-bolt block with custom billet main caps. Bored 0.030-over with stock forged GM crank, H-beam rods, and forged pistons. Merlin cylinder heads with larger valves and COMP roller rockers and stud girdles. COMP Cams roller blower cam . Induction & Fuel Delivery: Dual Barry Grant 750 CFM “Blower Demon” carburetors. 12-gallon aluminum fuel cell with Aeromotive A1000 electric pump, dual filters, and regulator. Power Adder: Mooneyham 6/71 supercharger rebuilt and Teflon-stripped by The Blower Shop. Electronics & Ignition: MSD 6BTM ignition box, Pro Billet distributor, and 8mm plug wires. Transmission & Driveline: Overhauled and upgraded TH400 automatic transmission with heavy-duty clutches and Stage 3 shift kit. 3,500 RPM stall converter. Differential: Qualafab narrowed Dana 60 rear housing with 4.56 gears and Summers Brothers 35-spline axles. Tires & Wheels: FRONT: 15x6-inch Weld Racing Prostar wheels with Mastercraft Avenger G/T raised white letter tires. REAR: 15x15-inch Weld Racing Prostar wheels with 33x22-15 Hoosier Quick Time tires.
BILLET BULLET Any time a current or former machinst builds a hot rod, you can usually count on there being tons of cool oneoff aluminum components and Moore’s ride is no exception. The big block Chevy is equipped with a 6/71 Mooneyham huffer and oodles of trick brackets and hardware.
Matt Trombley photos
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C-10-IMENTAL kit. A 3,500 rpm stall converter was used to mate the mill with the trans. Probably the most difficult part of the build was bringing the nearly half-century old GM sheetmetal back from the brink of destruction. “I did some of the rough body work like filling in all the holes on the firewall and repairing one of the rotted rocker panels, but had family friend Gary Friedly do some of the more critical work like fill in speaker holes on the doors, replace the cab corners, and fill in the gas filler neck hole,” Moore said. “After we got it close I had another friend Greg Kirby do all the finish work like smoothing the firewall, filling and smoothing the front marker light pockets in the grille, and laying down the factory Chrysler color Blaze Red Crystal where
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I could afford to,” he added. With a tight budget for the rest of the body, Moore opted for a more traditional hot rod look, using Recon Black on most of the exterior and tying it in with the red bed, interior and engine compartment. To finish the bed of the classic pickup, Moore again leaned on a buddy for help. “I have another friend, Ben who owns Wills Custom Cabinets (WCC). He sent me to his supplier to pick out the oak for the bed. He then planed and cut the boards into bed wood blanks,” Moore recalled. After getting the raw stock back, Moore then clearanced and fit the hardwood around the cage bars, fuel cell and bigger tire openings and wheel tubs before sending them back to WCC for stain, seal, and satin clear top coat.
august 2019 | RPM Magazine
“Right before I got it done, my high school buddy Ben was killed in a 4-wheeler accident and never got to see the truck finished. And after finishing, I was able to get into contact with Jerry and let him know that I got his old truck back on the road,” Moore recalled. Unfortunately, the truck’s original owner was in declining health and couldn’t see it in person. But his daughter was able to take some pictures to him before he passed. “I made a lot of new friends building this truck, and I could not have done it without them,” Moore said. “It has amazing sentimental value to me and is an absolute gas to drive!” he concluded.
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august 2019 | RPM Magazine
story by
Toby B rooks photos by
S tephen Taylor
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CONQUEST
I
n the Book of Revelation, a prophecy concerning the end of the world is described that includes the Four Horsemen of the Apocalypse. Each horse is representative of a unique aspect of the end times and each of the four is a different color, including white, red, black, and pale. Now, regardless of your religious beliefs or literary interpretation of the work, most scholars universally agree that the white horse of the apocalypse is intended to symbolize conquest, victory, or in some instances pestilence.
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august 2019 | RPM Magazine
JUST A WHITE MUSTANG? NOPE.
The understated white paint and clean lines of Matheis’ Mustang are deceiving, as there are countless body mods on display here. First, the car was a factory coupe that was converted to a fastback! Throw in things like one-off door buttons, an integrated blow-off valve, and carbon fiber and aluminum wing, and you’ve got yourself one wild custom pro streeter!
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Now for Byrnes Mill, Missouri chassis builder and fabricator Rob Matheis, his white 1965 pro street Mustang represents a victory of its own: a six-year battle against time and resources
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august 2019 | RPM Magazine
to birth the wild twin-turbo Hemi-powered Ford you see here. Lucky for us, Rob was victorious. In a tale you’ve likely read in our pages before, it wasn’t supposed to be this crazy, take this long, or cost this much. “My first car was a 1966 Mustang coupe that I got when I was
14,” Matheis recalled. “So when my son Nic turned 14, we decided to find him one and build it together as a project,” he added. After finding a reasonably priced ’65 and disassembling it, the Matheis fellas discovered some rotted floor boards. It would rapidly spiral toward full-blown awesome pro streeter from there.
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august 2019 | RPM Magazine
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With the stance of a pro stocker, you know this Ford has had serious chassis work done. The dual rail 4103 chromoly skeleton boasts Strange struts up front and a custom MRC 4-link in back for a hammered ride height. “We cut the floors out, but then realized we really liked fastbacks better. So we bought available reproduction body parts and fabricated the rest,” he said. With a clean now-fastback shell sans floor pans to start with, the pair decided on the next
logical step: a full 4130 chromoly double rail pro mod-style chassis. Being the owner of Matheis Race Cars (MRC)—a full-service race car fabrication shop—certainly has its perks. But the downside is that working on your own stuff usually comes
after hours or at the expense of paying gigs. Rob worked diligently to teach Nic along the way, and the results are tremendous. Up front, Strange Aluma Struts were used along with Hypercoil springs and single-adjustable shocks. Out back, a custom 4-link
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CONQUEST
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A twin-turbo 364 ci Gen I Hemi resides beneath the unique forward flip hood. The engine was donated by friend and Hemi collector Bill Waterhouse. The unique intake was fabbed from scratch.
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august 2019 | RPM Magazine
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rides on another pair of Hypercoil springs with Strange double-adjustable shocks. An MRC fabricated 9-inch Ford housing was armed with Strange 40-spline axles and Strange 3.90 gears, while Wilwood discs are actuated by a Strange master cylinder through custom bent stainless lines. The chassis rolls
on iconic American Racing Torque Thrust II wheels and Mickey Thompson skins. Up front, 15x3.5s have been mounted with 26x615 MT Sportsman skinnies, while 15x15s shod with 32x16-15 DOT-approved MTs spin out back. The wheels have been coated black for a stealth look. Then the question of what to do
for powerplant came up next. Luckily, close friend Bill Waterhouse had a plan. “Bill is a prolific early Hemi collector, and one day he was at the shop looking over our progress. He saw the tube chassis and jokingly said it would look awesome with one of his Hemis in it,� Rob said. The next day, Waterhouse showed up with a
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CONQUEST
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august 2019 | RPM Magazine
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354 Hemi shortblock and said he was donating it to the project! By this time, the Matheis team realized that the project had spiraled far from the “Nic’s first daily driver” car into upper-crust pro street build. With Nic turning 16 soon and heavily into LS-powered late model GTOs,
the pair decided to scrap plans to rush it to completion and instead get Nic a reliable daily driver. Along the way, the project was beset by unavoidable delays. Life happens, and builds sometimes have to take back seats to the reality of our day-to-day lives. Rob and wife Tina were involved
in a serious auto accident and numerous other obligations got in the way, too. The 2018 Street Machine Nationals came and went without the car being done as expected. Finally, Rob set a firm deadline: the 2019 SMNats or bust. The donated Hemi was fully freshened before being installed.
FLIPPED OUT
Back in the day, several builders adapted a factory Buick LeSabre hood mechanism to give their ride a unique forward-tilting bonnet. Matheis fabricated his from scratch, and instead of latches, pins, of Dzus fasteners, the little Ford uses a pair of electro magnets mounted on the rear of the strut tubes and the underside of the ‘glass hood to secure it in place. How cool is that?!?
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Chassis Type & Mods: Full tube 4130 chromoly chassis by Matheis Race Cars (MRC). Suspension & Brakes: FRONT: Strange Aluma Struts with Hypercoil single-adjustable springs. Wilwood disc brakes. REAR: MRC custom 4-link with Strange double-adjustable shocks. Wilwood disc brakes. Strange master cylinder and custom stainless lines throughout by MRC. Body & Paint: Prepped by Matheis Race Cars and painted by Rob Matheis and Kullin Schoefel. House of Kolor base white two stage paint. Shelby fiberglass hood (custom reverse opening with electromagnet latch). Custom door handles by Trent Matheis. MRC custom aluminum wing. Lexan rear window and roll-up/down Lexan side windows. Engine: 364 ci 1957 Chrysler Hemi built by Tim Habel. Stock crankshaft with KI 4130 H-beam rods and Ross 9.5:1 pistons. Crane Turbo cam (.500@282 intake, .500@282 exhaust). Crane hydraulic roller lifters. Hot Heads aluminum cylinder heads with ARP studs and Stanke billet shaft rockers. Induction & Fuel Delivery: Custom aluminum fabricated intake manifold by MRC. Holley HP EFI system. Weldon electric fuel pump. Power Adders: Precision Turbo dual 66 mm turbochargers pushing 20 pounds of boost. Air-to-air intercooler. Electronics & Ignition: MSD 7AL digital box. MSD 8mm plug wires. Transmission & Driveline: Reverse valve body GM Turbo 400 trans by Sellect Transmission. Sellect 4,500 rpm stall converter with Hot Heads flexplate. Strange 3.5-inch 4130 chromoly driveshaft. Differential: MRC fabricated 9-inch housing with Strange lightweight gun-drilled 40-spline axles. Strange center section with 3.90 gears. Tires & Wheels: FRONT: 15x3.5-inch American Racing Torque Thrust II wheels with 26x6-15 Mickey Thompson tires. REAR: 15x15-inch American Racing Torque Thrust II wheels with 32x16-15 Mickey Thompson DOT tires. Other Special Features: Dual DJ Safety rear chutes & harnesses. Safecraft fire system. Custom carbon fiber throughout by MRC.
The 1957 vintage 354 ci block was punched 0.040over to 364 cubes. A stock crank now spins K1 4130 H-beam rods and Ross 9.5:1 pistons. A Crane hydraulic roller cam actuates the valves in the Hot Heads aluminum cylinder heads.
The super-cool oneoff fabricated aluminum intake manifold is another MRC creation, and it is now home to a fully Holley HP EFI-controlled fuel injection system. A pair of 66 mm Precision Turbos push 20+ pounds of boost
FIT & FINISHED
CONQUEST
While not exactly luxury plush, the Mustang’s interior is exquisite, with a digital dash and Holley HP display, lots of hand-formed carbon fiber, and an attention to detail not often seen in a pro street build.
continued on page 76
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Page 68
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RPM Connections Performance Directory... Connecting YOU With The Industry
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RPM Connections Performance Directory... Connecting YOU With The Industry
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Page 73
Race Orgs, Tracks & Events
Page 74
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RPM Connections Performance Directory... Connecting YOU With The Industry
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Tires & Wheels
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Strangeeng.net 847.663.1701 Don’t Just Race
MISC.
Incl. Buildings, Trailers, Tools, Canopies, Tents, Graphics etc.
Tuning & Electronics
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KEYSTONE BLUES
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through a custom air-to-air intercooler and through custom aluminum cold-side induction tubing, while a trick pair of MRC stainless headers route spent gases to and from the whistling power adders. A wet sump oiling system with a Steffs 8-quart pan and Hot Heads oil pump keep the rotating assembly
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CONQUEST
properly lubricated, while an AFCO aluminum radiator and Edelbrock mechanical aluminum water pump keep the temps down while cruising the streets. Meanwhile, a full MSD ignition system lights the fires. Backing the unique engine combo is a Sellect GM TH400 trans with a manual reverse valve body and a 4,500 RPM stall converter. Power is sent rearward through a Strange 3.5-inch chromoly driveshaft. Rob actually cut his teeth in the custom auto industry doing body work, paint, and graphics from the age of 14 on, so he had no
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problem handling the plethora of cool mods and prep work—not to mention actually spraying the car—for his latest personal build. A Shelby fiberglass hood was mounted via a trick reverse hinge with electromagnetic latches. Trent Matheis fabricated and installed the almost-invisible push-button door actuator buttons, while Rob fabricated an aluminum rear wing. Lexan was used for the back glass and side windows, and custom mechanisms were fabbed up to allow them to still roll up and down—a must for non-AC street driving. The House of Kolor base white is crisp and clean
and is uncluttered and free of graphics. While some have taken the resurgence of pro street to be the loudest possible colors with the tallest possible induction system, Matheis’ build absolutely demands your attention but does so with a simple well executed white paint job and a hood that doesn’t even have a hole in it! Inside, the car is a veritable rolling business promo piece for MRC, with exquisite craftsmanship on every weld and carbon fiber panel. A pair of black tweed wrapped buckets have been installed along with DJ Safety harnesses. A quick-release Grant
ATTENTION TO DETAIL
The rear deck is hinged via custom mounts with a billet articulating prop. Between the carbon fiber tubs, a fabricated fuel cell resides in the trunk, while a pair of Safecraft fire bottles occupy the space between the tubs inside the car.
steering wheel resides just in front of Dakota Digital analog instruments that are flanked by a Holley 7-inch digital dash. A B&M Bandit shifter adeptly manages gear selections, and a Safecraft 20-pound fire system was installed in the event things get a little too toasty inside. While the build may not have exactly gone according to plan, the end result is hard to argue with. The car is a low-slung, high-horsepower representation of the state of the pro street art. And although Matheis hasn’t had the car finished long enough to have a chance to make any passes in it yet, rest assured this is no trailer queen. It’ll see track time. So what if it took six years to build. This is one white horse that is sure to bring home the victory whether it be at the show or at the track!
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“I
first started to drive when I was 10 years old on our home property with my father’s C-10,” said Leheighton, PA resident Mike Honey. By the age of 12, he had purchased
his very own Chevy Vega. However, it was short-lived. “Unfortunately, my brother cut down a tree at our home which fell on top of the roof, destroying the car. At that time, I vowed I would purchase another Vega and built it from the ground
up,” he recalled. It would take decades to make good on that promise to himself, but the killer ride you see here is proof positive that Honey eventually did just that. “I purchased this car in Denver, PA in September
2013. It had a backhalf and a cage and I paid $4500 for it,” he said. The original plan was to upgrade the front suspension, add a nitroused SBC, and call it good. However, those plans flew out the window fairly quickly.
Starting at $4,800
847-663-1701 • Strangeeng.net
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story by
James Williams
photos by
Matt Trombley
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THE VOW
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BLACK OPS
The black anodized Weld Racing wheels compliment the black graphics, black interior, and even the black Holley carbs and air cleaner poking through the hood for an integrated—but still sinister—look.
“After doing a full evaluation, I realized that the cage and backhalf had not been properly installed. I already had a Chassisworks front frame kit, but I decided to go ahead and have the cage and backhalf redone, too,” he said. Honey commissioned Dave Petrrofske to handle the task of building a new cage and updating the car with a new chassis. Up front, that Chassisworks kit included new tubular control arms, rack and pinion steering, and new springs and shocks. Out back, an S&W Race Cars box tube chassis kit was setup for an S&W 4-link with Lamb rear shocks and springs. The narrowed rearend consists of an S&W Race Cars modified
and braced housing that has been filled with Mark Williams 40-spline axles, a Mark Williams center section, and 4.29 gears. Wilwood disc brakes are mounted at all four corners, and the Vega rolls on a set of Weld AlumaStar wheels, with 15x3.5s on Mickey Thompson tires up front and double beadlocked 15x14s on 31x16.5-15 Mickey Thompson ET Drag slicks. Thanks to the little Chevy’s diminutive size, the modestly oversized rear meats look huuuuge. Speaking of that small size, it posed a challenge for nearly every other step of the build. “We had multiple problems trying to fit the motor, alternator, vacuum pump, and radiator all within the factory wheelbase,” Honey said. But in fairness, part of the prob-
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THE VOW lem could be the fact that he was trying to squeeze a 632 cubic inch bullet into a package originally designed for little more than a puny 4-banger. Bob and Craig Wise at Racekrafters handled engine prep and assembly, starting with a Dart Big M cast iron block. A Callies billet stroker crank was partnered with Oliver rods and Wiseco pistons to round out the fortified rotating assembly. Elsewhere, Dart Big Chief heads have been equipped with titanium valves and a billet roller camshaft, Jesel roller lifters, and shaftmount rockers comprise an equally impressive valvetrain. Topping it all off is a gorgeous hand fabricated aluminum intake crowned with two Holley HP carbs. Exhaust is handled by a pair of Dave Petrrofske custom fabricated stainless headers, while ignition duties are managed by a host of MSD components, including a 7AL3 box and a front-mounted billet distributor. The mighty mill is capable of 1,200+ hp without nitrous or any additional power adder. Getting that impressive power back to the diff is no task for a wimpy trans, so Honey
Billet
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No need to fight getting ice into your intercooler again! With PRP’s new billet machined extra-large filler caps it is not a problem at all. These one of kind extra-large caps offer almost a 7” opening and are sealed with a Buna-N O-ring for a water tight seal. All kits are completed with an anodized finish in either clear, red, blue, or black. Two available styles complete with stainless steel hardware in either a weld on version, or bolt on version.
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MICHAEL HONEY’S 1971 CHEVY VEGA Chassis Type & Mods: Chris Alston Chassisworks front box tube chassis and S&W Race Cars rear box tube chassis. Custom full chromoly cage. Suspension & Brakes: FRONT: Chassisworks tubular control arms, custom rack and pinion, springs, and shocks. REAR: S&W 4-link with Lamb rear shocks and springs. Body & Paint: Fiberglass front clip with pin on fiberglass cowl induction hood. DuPont Hot Hues Blazing Copper paint with Yenko-style black graphics. Prepped and painted by Tony Towing and Auto Body in Lancaster, PA. Engine: 632 ci Dart Big M cast iron block with Callies billet crank, Oliver rods, and Wiseco pistons. Dart Big Chief heads with titanium valves and Jesel roller rockers. Billet roller camshaft with Jesel roller lifters. Induction & Fuel Delivery: Custom-built sheetmetal intake. Dual 4500 1250 CFM Holley HP carburetors. Aeromotive 12 gallon fuel cell with builtin Eliminator electric pump. Power Adder: None. Electronics & Ignition: MSD 7AL3 ignition box with Racepak Sportsman data logger. Belt driven MSD distributor. Racewire Solutions carbon fiber panel with built-in wiring harness. Transmission & Driveline: TCI ProX PowerGlide 1.80 transmission with Coan custom converter. Differential: 9-inch S&W housing with Mark Williams center section with 4.29 gears and 40-spline lightweight axles. Tires & Wheels: FRONT: 15x3.5-inch Weld Racing AlumaStar wheels with Mickey Thompson tires. REAR: 15x15-inch Weld Racing double beadlocked AlumaStar wheels with 33x22-15 Mickey Thompson ET Drag tires.
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THE VOW RAT-ICAL
A 632 ci Dart mill with a fabricated tunnel ram and twin Holley HP carbs is plenty to get this little Chrevy moving at a high rate of speed! selected a fortified 1.80-first gear Powerglide from TCI. A custom Coan stall converter completes the package. The Vega’s clean lines and gleaming paint are the result of Honey’s efforts along with those of Tony’s Auto Body in Lancaster, PA. Honey handled the initial sheetmetal work and pre-fitment, while Tony’s handled the body work, final prep, paint, and assembly. A two-piece fiberglass front clip features molded bumperettes and a factory-style grille, while
the pin-on fiberglass cowl induction hood has been modified to make way for the towering Holley carbs and custom dual air cleaner. The unique color is DuPont Hot Hues Blazing Copper with distinctive black Yenko-style graphics down the car’s flanks and hood. Pristine factory polished stainless trim and other chrome brightwork like door handles, mirrors, and window trim compliment the build to perfection.
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THE VOW Inside, the Vega is black on black…on black. The black cage snakes around the cozy confines of the cockpit, including a pair of black tweedwrapped racing buckets and the fully carpeted
DARK IN HERE The Vega’s interior is all black with a chromoly cage and a dash full of AutoMeter gauges.
floorpans. Carbon fiber accents protect the door bars, and a TCI billet Outlaw shifter is adorned in a black anodized housing. The black vinyl-wrapped dash pad tops a dash that has been filled with
Competition Series Racing Module Assemblies are designed for drag racing. Scirocco–Style Modules are engineered and designed for the Professional and Sportsman racer alike. Featherweight Racing Module Assemblies are built for Sportsman and Bracket racers using a super lightweight radiator that features a 1” core.
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1.800.691.2667 | www.becool.com
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Wooo Nation's Keith Berry drove his Z06 Corvette to victory at the 2016 “Lights Out 7” event at South Georgia Motorsport Park. His 4.500 inch bore-space, Small Block Chevy engine was built by Pro Line Racing LLC, using a Crane Cams custom-made, tool steel WoooDoo WoooDooo™ Cam.
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THE VOW
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ROAD WORTHY
ACCURATE GROUND SPEED REGARDLESS OF WHEEL SPIN OR WHEEL STAND
This little Chevy looks great, but the rear suspension proves it ain’t no trailer queen. The narrowed and braced housing is from S&W and the shocks are from Lamb.
Add ground speed to any Racepak V-Net recorder or dash, utilizing our new GPS Ground Speed module. AutoMeter instrumentation, and a 12-gallon fuel cell resides in the rear hatch area that has been similarly finished with black carpet and black fabricated trim panels. The finished result is exactly what Honey was hoping for: a street-legal cruiser that can blast down the track whenever he wants. To date, he’s won multiple Maso drag racing
events, as well as the Mid Atlantic Street Outlaws Championship in D.O.T. All-Out 2018. Unfortunately, it hasn’t been all fun, though. “I participated in a no prep race at Beaver Springs Dragway with the help of my nephew Austin Honey who was my guide to the line and helped set things up for me. He passed away unexpectedly a few weeks later. He
enjoyed race cars and tuning them for myself and his father LeeJohn Honey,” Mike said. Plans for the car’s future are somewhat unknown, but Mike knows one thing: he plans to drive it. “It’s a naturally-aspirated bad ass car that you could drive across the country—if your pockets could afford the fuel!” he concluded with a laugh.
• Requires no externally mounting rpm sensor pick-up • Requires no calibration or special programming • V-Net plug and play installation simplicity
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RPM EXCLUSIVES
ARE YOU
READY?
1
Ken Cox photo
>> Gearing up for Tom Bailey’s Woodward PreParty/RPM Birthday Bash
story by
George Pich
A
re you ready? Ready for the biggest display of the baddest street cars in one place this summer? Well if so, you need to buckle up and head to Tom Bailey’s Woodward PREPARTY/RPM MAG 20th BIRTHDAY BASH at M1 Concourse in Pontiac Michigan August 9th weekend!
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The PreParty
What better way to celebrate the world’s biggest cruise in the place where fast cars first started than with a Pre-Party of horsepower! “The event started three years ago as a way for street legal race cars to hang out in an environment that was not
august 2019 | RPM Magazine
a car show, so no lawn chairs were allowed!” said Bailey. “It was a last-minute deal that first year as a lot of friends were coming in for other events and this gave us a place to all get together on Friday. I was overwhelmed by the turnout,” he said. Bailey took that first year and ran with it, setting out to make it a more organized happening for year two. He also partnered with the Epilepsy Foundation of Michigan. “We wanted to use the event as an opportunity to raise funds for this great organization that helps so many deal with this life-changing health situation.” He brought on sponsors, added a dyno contest, and even a burnout competition. “Think of a Daytona Bike Week-style burnout competition—it was amazing!” he said. RPM Mag dedicated an entire issue to the event and the cars that attended and continued to feature event cars throughout the year. “Everyone said it was their one don’t miss event of the summer,” Bailey added. The 2018 event kicked off Thursday with full use of Lapeer International Dragway for a little grudge racing and testing and then rolled into Auburn Hills Friday for
chill day at the Clubhouse 81 venue. With over 100 cars with parachutes in attendance, the day was amazing. The dyno claimed an engine and the burnouts claimed tire and after tire, an ABS braking system, a clutch, some quarter panels, and ruined plenty of tie down straps and shirts that were covered in rubber. Bailey and his crew gave out $6,000 in prize money and raised over $4,000 for the Epilepsy Foundation of Michigan. “This year it is once again stepping up a notch,” he continued. “Thursday will be at Lapeer International Dragway again with testing and some grudge racing and then Friday is moving to the M1 Concourse in Pontiac, Michigan and will run concurrently with the Dodge Roadkill Nights event. We will have close to 200 cars with parachutes and a special space for some previously-featured RPM cars, the dyno competition with $5000 in prize money, and the burnout competition will be back and crazier than last year as many people didn’t understand exactly what we had in mind. Let’s just say that this year we have a few people bringing something special to try and claim the $1000 top prize which will be awarded based on fan votes! There will also be a band to keep
1: Last year, the party before the PreParty was even awesome. This year promises to be even better!
2
2: If you look closely, you can spot several cars that were in attendance that we featured since last year’s event. The lineup of incredible rides at the event was impressive to say the least! Ken Cox photo
3: Look at all that laundry! Bailey’s PreParty is becoming famous for being the largest gathering of parachute-equipped street cars in the galaxy! Tara Hurlin photo
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RPM EXCLUSIVES everyone entertained and a special limited-edition event-specific t-shirt. With the 2019 event sponsors, we hope to raise over $10,000 for the Epilepsy Foundation of Michigan! This is a party like nothing you have never been to and one you cannot miss!”
The RPM Birthday Bash
You might be asking how RPM got involved with Tom Bailey aside from the fact that Tom owns and builds badass cars and RPM covers them. Well, RPM, through Brian Hansen, was the first magazine to feature Tom’s original Sick Seconds (1.0) Camaro. From that point on, a solid relationship developed to the point where Tom wanted RPM to be involved with his Woodward PreParty. But it actually all really started about seven years ago after Bailey had been to RPM’s 10-Wide Racing Gus’s Drive-In Cruise and race weekend and loved the format, often saying it was one of the coolest events he’d been to, and that someday he wanted to re-create that environment. Eventually he would, and that’s how Tom Bailey’s Woodward
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Elena Scherr photo
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4
5: The burnouts at the PreParty are stuff of legend. This was the first and last time the concrete pad that Eddie Sickmiller of Clubhouse 81 poured would ever look like this. The strategically placed highway barriers were there to stop any cars from dining with restaurant guests.
4: Staffer Elena Scherr got to check out Bailey’s horsepower lair the day before the event/ Here. Sick Seconds 1.0 gets some last-minute tuning prior to hitting the scene.
Matt Trombley photos
5
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RPM EXCLUSIVES 6: We told you the burnouts were epic. Jon Swango strikes the tires on his feature car Pontiac. Matt Trombley achieved the cool smoke effects by using a 4-second exposure. PreParty/RPM MAG Takeover was born. The theme is to have some of the baddest street cars in the world on display to celebrate the start of one of the largest cruises in the world— the Woodward Dream Cruise—and it was hit!
6
548 cubic inch big-block ario, California dyno tested a Vrbancic Brothers Racing in Ont ched with an Edelbrock or 24° CNC cylinder heads mat Chevy with Edelbrock/Musi Vict r 1,550 horsepower ove in . This combination resulted 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. ava are y The for up to .880” lift. springs and titanium retainers 270 tor intake manifold #29 The Edelbrock Super Vic e larg tch ma to ts por the features a 3/4”radius in oval port cylinder heads. CNC’d for a variety of custom This manifold is suitable er, ow sep hor for modern high cylinder heads required HP. + 950 g s makin large displacment engine FOLLOW US ON:
FOR MORE INFORMATION VISIT EDELBROCK.COM FREE CATALOGS: 800-386-8326 • TECH LINE: 800-416-8628, 7am-5pm PST. M-F.
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ALL PARTS FOR USE ON RACING VEHICLES ONLY.
7: If you decide to spare your tires but you’re brave enough to put the rest of your powertrain in harm’s way, skip the burnout contest and hit the dyno competition.
7
Matt Trombley photos
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RPM EXCLUSIVES
8: Mike Serrano put up an impressive 1,798 hp on the dyno in his fourth-gen Camaro (shown here racing Roadkill 2018 the following day).
Matt Trombley photo
9: Andy Goldstone took the podium with a whopping 2,313 to the rear wheels!
8 The third year of the event coincides with the 20th birthday of RPM, so what better way to celebrate than to have one big party. And the move to the M1 Concourse complex will mean more cars, more fans, and
more fun for everyone! If you missed RPM MAG’s 10th Birthday Bash in 2009 held at Emerald Coast Dragway in Holt, Florida you missed a lineup of the baddest street and pro-level drag cars from Drag Radial and Limited
9
Matt Trombley photo
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
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Call today: 586.792.6620 or visit diamondracing.net
Matt Trombley photo
Matt Trombley photo
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RPM EXCLUSIVES 10: Jeremy Bonnett had one of the older cars in the lot with his blown 1929 Model A. It runs 8.90s in street trim, but since that’s not enough, Jeremy is building a new all aluminum Dart engine for it. Street to Pro Modified ever to hit the ECD surface. You missed the backup of traffic stretching back two Interstate exits (one in each direction) to get to the party, and you also missed the unfortunate backup of the track’s septic system because we overwhelmed it with people (more specifically with the stuff all those people produce)…lol…but that is a whole story in itself that our RPM
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Matt Trombley photo
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RPM EXCLUSIVES 11
Elena Scherr photo
Editor-In-Chief would love to tell you in person. Along with some of the wildest Outlaw racing in the world, you also missed the bench racing and
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camaraderie among friends, and a great BBQ meal! For the 20th Birthday Bash, we decided to up the ante and mix a show with drag racing so,
along with the fun at the M1 Concourse, this year’s event also includes Tom’s PreParty drag race fun at Lapeer International Dragway Thursday August
august 2019 | RPM Magazine
12 11 & 12: Whether it’s action on the strip at Lapeer or cruising the grounds, the Birthday Bash will have a little of everything.
Elena Scherr photo
13 14: It wasn’t all boys and their toys, there were plenty of girls and their toys too! Michelle Barry joined her husband Joe with their 1956 Chevy.
Mat t Trombl
ey photo
13: Bryant Goldstone grins from the driver’s seat of his 1973 AMC Javelin. You’d smile too if you had a turbo big block Jav that put down 2,313 hp on the dyno! Matt Trombley photo
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RPM EXCLUSIVES
Elena Scherr photo
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Matt Trombley photos
8th and the post-party race fun with the folks from All Out Live back at Lapeer on Sunday August 11th. So, like Tom Bailey says, if you missed last years’ PreParty/Takeover, don’t miss the bigger, better, and wilder
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RPM EXCLUSIVES 2019 version that will include RPM’s 20th Birthday Bash. See you there! There will be limited spaces available during the PreParty/Birthday Bash on Friday for previously featured RPM cars. Reserve yours today by emailing trish@rpm-mag.
com or by calling 519-752-3705. Catch the latest PreParty news on Facebook at: Tom Bailey’s 3rd Annual Woodward PreParty/RPM Magazine Takeover or RPMMAG and you can visit All Out Live on Facebook at: All Out Live Lapeer International Dragway.
15: This shot was taken as the 2018 PreParty was just setting up at the Clubhouse 81 Venue. For 2019, the new M1 Concourse venue just down the road in Pontiac Michigan literally dwarfs last years space.
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RPM EXCLUSIVES 1
1: Pro street knows no generation or make/model. This unique and over the top 1948 Plymouth Business Coupe embodies all things pro street and beyond.
PRO STREET BUILD IT AND THEY WILL COME... JT
story and photos by
W
hen you combine a beautiful day with passion and wild pro street cars, it can only get better with one
PALOOZA
thing: a dragstrip! This is exactly what the Inaugural Pro Street Palooza delivered. South Mountain Raceway located in the picturesque town of Boiling Springs, Pennsylvania provided the perfect backdrop for the historical event with its 35
gorgeous acres, rolling hills, and eighth-mile dragstrip. We could not have asked for a more perfect location and the most friendly, professional, and accommodating staff on hand. Planning this event was easy, with the exception of
finding a date that not only worked for us, but the track as well. June 23rd was the only date that was mutually good for us but coincided with two other major events: the Du Quoin Street Machine Nationals and the Chevrolet Nationals in near-
by Carlisle, PA. Believing in the mantra “build it, and they will come,” we decided to stay the course and host the event as planned. I was blessed to have the support of RPM to not only sponsor the event, but to allow me full flexibility with
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2 2 & 3: There were seven custom specialty awards including this Best Engineered which went to Steven and Jane Amspacher and their outrageous 1948 Plymouth Business Coupe. In addition to the specialty awards, we had custom awards made for the top 20 cars.
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running the event. I immediately went to work designing the custom awards and categories that would become some of the trademarks of the event. RPM provided magazine giveaways, license plates, and decals to add a bit more class to this soon-tobe “must attend” event. I envisioned creating an atmosphere that was family-fun coupled with passion and heart. I selected the judging staff from four states and was grateful that everyone made the journey to help make the event run as planned. My wife and daughter ran the registration table and made sure that everyone’s questions were answered with a friendly smile. Track owner Mike Natoli and his staff made sure we had everything we needed to make the day run smoothly. We worked frantically getting Big Red put back together again in time for the event, and managed to complete that task the day before. We loaded her up in the hauler Saturday evening just hours before we planned on leaving, along with everything else we would need
for the event. Exhausted from thrashing on the car, 3:30 am came really fast. The three-hour commute to South Mountain Raceway took us deep into the rolling hills of Pennsylvania. We arrived at 7 am and were greeted by the friendly Mountain Mike himself and his South Mountain staff. We immediately went to work setting up the canopy and unloading the hauler. I can’t thank my crew enough for their tireless work making sure everything was perfect. My brother Frank, my cousin Wayne, and my wife and daughter did the bulk of the set-up with me as we quickly approached the 8 am gate opening time. The first two cars to show up echoed throughout the calm and quiet Pennsylvania countryside as they pulled into the complex. Yes, they left their trailers back at the hotel and actually drove their angry beasts into the event. Brian Potter and his gorgeous 1972 Yenko Tribute Nova, and his friend Paul Panesa with a nasty 1987 GMC S-10, came all the way from
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RPM EXCLUSIVES New York to support the event and reunite with their big-tired brethren. In the back of my mind I was grateful that at least two cars came to the event and quickly went back to work setting up camp. One beautiful car after another starting to roll in and filled the air with the sound of angry pistons and the smell of race fuel. By the end of the morning, 37 wild pro street machines filled up four extremely long rows on that beautiful hillside. Besides our pro streeters, we were joined by several modern muscle cars including a Hellcat, a GT 350, an Eleanor tribute, and a host of gorgeous
pro touring and muscle cars. We even had a gentleman bring his “souped up” HHR and join the party. I was honored to have some of my all-time favorite pro street cars attend Pro Street Palooza: cars like Jeff Henry’s stunning ’66 Chevelle and Jef Fern’s breathtaking ’70 Camaro were highlights for my personal taste. Another one of my personal favorites was Harold Caron and his blown Camaro. He was expected to show but had a death in the family and could not make the trip. Our most sincere condolences go to him and his family.
4: Jef Fern’s breathtaking 1970 Camaro won 1st place and was surrounded by Rod Saboury’s ’69 Camaro and my 1994 Camaro. 5: Brian and Dan Lutz of Collegeville, PA continued the long time father/son camaraderie commonly found in our gearhead community.
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5
6
7 6: Grayson Rech and his proud son not only brought their Mustang to Pro Street Palooza, but Grayson made his first ever track pass and set the gearhead hook even further into his son’s DNA. 7: Judging was thorough and intense, examining every inch of these machines!
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RPM EXCLUSIVES Just when I thought it could not get any better, I saw Rod Saboury and his ’69 Camaro driving through the crowd looking for a place to park. As far as I’m concerned, Rod is the Godfather of Pro Street, and his iconic ’69 Camaro won the 1982 Street Machine Nationals. I had a picture of this car on my wall along with a picture of Farrah Fawcett and the Dallas Cowboy Cheerleaders when I was 16. Seeing that car in person for the first time and meeting Rod and his lovely wife Tina made an already perfect day that much more special. I broke into tears a few times as I shared my story and passion for pro street during the preawards speech. Rod was gracious enough
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to take a picture with me and my car. The icing on my cake was when he gave me the highest compliments on my craftsmanship and the finished product of my car. After our exciting awards presentation, we finished off with what I wanted to make another Pro Street Palooza trademark – a “rev your engine for our troops and fallen loved ones.” I recently lost a dear friend, Dave Kroll and dedicated my engine revving to our troops and to Dave and his family. The final chapter for the event was the Pro Street Parade down the track. Track owner Mountain Mike personally led us in his golf cart on the long ride down the hill and through the pits. He shut down the staging
august 2019 | RPM Magazine
lanes for this and we lined up for a one by one parade lap down the track. I could not help myself and hammered the throttle to the floor and stayed into it through second gear, all while trying to film it on my phone. These cars are more than beauty queens, they are also thirsty, angry beasts that need to strut their stuff from time to time. No better place to do that than a fully prepped eighth- mile dragstrip. The parade was truly a highlight for everyone in attendance. I know I had a blast leading the way as the most insane and wild street machines followed my lead. As with everything I do, I am led by passion and heart first and foremost. Spending a beautiful
8 8: One of the highlights of the event for me was when Rod gave me high compliments on my car and took this picture with me. 9: My wife and daughter did an amazing job running the registration table and making sure that EVERYONE was happy and being taken care of—not to mention taking pictures, answering questions, and making sure the judges had everything they needed including food and water.
South Mountain Raceway is nestled right in a beautiful valley with green hills on each side. Pro Street Palooza made its home high above the track on this beautiful hill.
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RPM EXCLUSIVES
10: Brian Potter and his gorgeous Yenko tribute Nova won the steamroller award with a massive 22.50 tire. 11: Jef Fern’s 1970 Camaro took first place and Best Interior. This car is an amazing example of the “next generation” of the pro street movement.
day with fellow gearheads from planet pro street and hearing their stories and their passion for their cars made this a day I will never forget. I look forward to planning the Second-Annual Pro Street Palooza and hope to see you all there.
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DashLink
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