RPM Magazine June 2017 by RPMMAG

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

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MEET THE RPM TEAM

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

RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email circulation@rpm-mag.com To subscribe to RPM go to www.rpm-mag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including race cars, musclecars, hot rods and street legal machines with an emphasis on the “EXTREME,” including fast doorslammer and outlaw forms of drag racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on the edge with regard to design, performance, and power! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.

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RPM Magazine has been a world leader in motorsports publishing for 18 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@ rpm-mag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT Responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

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

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EDITOR’S RANT

Chris Biro

Hear ye, hear ye...

ALL HAIL THE STREET MACHINE!

his issue we want to give owners of street machines a huge RPM MAG two thumbs up for getting out there and participating. You build them, you drive them and constantly look for ways to improve or change them. Five hundred horsepower or fifteen hundred horsepower. Big tires, small tires, blown, nitrous, turbocharged, V8, 6 or 4-cylinder. New school or old. Painted or patina, EFI or carb, stick or auto. Show car, driver, street/strip... anything goes, and we hope that you keep on doin’ what you do.

We can debate one’s personal version of a street machine until the cows come home, but the fact is that no matter what constitutes a street car, they keep more than just their own wheels turning. Imagine the performance and racing industry without street cars? There might not actually be one without our beloved street machines. And without street cars would we have ever witnessed what we have in motorsports, and in particular more recently, street car drags? The aftermarket automotive industry makes up billions of dollars

in business worldwide each and every year, and a good chunk of that is from people who want to build or modify their street machine. So this issue goes out to all of you! For diehard street car enthusiasts, it’s not always about being the fastest, it’s about turning your dream into reality and just going out and driving it...oh yeah, and looking and sounding cool while your at it. Our street machines are as much conversation pieces at the burger joint on Saturday night as they are expressions of our taste, each having dozens of unique stories in the memories of it’s owner just waiting to be shared with anyone who asks. Dedicated to fast doorslammers on and off the streets, in most every issue of RPM we have at least one Street Scene feature. Most of us can identify with them, because most of us have the dreams and means to build or own one. Or, if we’ve moved on to a higher level of participation in the industry, chances are that we have some sort of connection with a particular make or model. Maybe it sparks memories of that Hot Wheels we played with as a kid, or perhaps it was the first car we ever owned, or that one we’ve always wanted to own. No matter how you slice it, we need to give credit where credit is due, so hail to each and every street machine owner. Like we said, you build them, you drive them, and you keep the wheels turning! So sit back and enjoy as we present just a few of the many hundreds of thousands of machines that roam the streets of our neighborhoods around the world!

COMING NEXT MONTH:

’Til the bitter end.................................................................

We have been burning the midnight oil to try to make the big debut at the Street Machine Nationals in DuQuoin. Will we make it??

THIS AND MORE IN THE NEXT RPM! june 2017 | RPM Magazine

ADVERTISER INDEX ACC Performance................... 78 Accufab Inc............................ 23 Aeromotive......................... 106 AFCO..................................... 21 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 91 Applied Racing Components (ARC).................................. 38 ATI Performance Products..... 22 Auburn Gear.......................... 42 Autoglym............................ 105 AVAK/Ridgegate Tools........... 37 Baer Brakes......................10, 33 Bear’s Performance............... 59 Be Cool.................................. 77 BES Racing Engines............... 25 Bill Mitchell Products.......14, 34 Blower Shop............................ 5 Borla................................... 112 BTE Racing............................ 48 C&C MotorSports................. 106 Calvert Racing Suspensions... 41 Canton Racing Products...... 108 CFE Racing Products.............. 84 Chassis Engineering...........8, 33 CN Blocks.............................. 96 CNC Motorsports................... 88 Coan Engineering.................. 62 Competition Products........... 45 Crane Cams........................... 99 Crower.................................. 39 CVR Products......................... 76 DART..................................... 18 Design Engineering............... 26 Diamond Pistons................... 28 DIY Auto Tune/MS3-Pro EFI... 43 Drive Train Specialists (DTS)... 29 DRIVEN Racing Oil................. 16 Dynocologists.......................... 9 Dynomite Dynamometer...... 98 Dynotech Engineering......... 110 Ed Quay Race Cars................. 27 Edelbrock.............................. 46 Energy Suspension................ 89 Energy Suspension/Karbelt... 92 G Force Racing Transmissions.44 Gibtech Pistons..................... 17 Granatelli Motorsports.......... 98 GZ Motorsports..................... 44 Harland Sharp......................... 9 Harwood............................... 85 HoleShot Wheels................... 90 Holley...............................13, 86 Howard’s Cams...................... 93 Hughes Performance............... 7 Induction Solutions............... 19 Indy Cylinder Head................ 66 Innovate Motorsports............ 67 JE Pistons.........................51, 93 Jesel...................................... 30 JW Perform. Transmissions.... 36 LenTech Automatics.............. 35 Lokar Perf. Products.............. 94

LUCAS Oil Products.................. 2 Lucas Racing TV................... 104 MagnaFuel............................ 60 Magnuson Superchargers...... 47 MAHLE Clevite Inc................. 81 Manton Pushrods.................. 84 Meziere Precision Mfg............. 8 Mickey Thompson Tires....7, 107 Miska Trailers........................ 43 MSD Ignition......................... 14 Neal Chance Converters....32, 64 New Century Performance.... 14 Nitrous Pro Flow.................... 38 Nitrous Supply...................... 65 Northern Racing Unlimited: The Purge....................... 80 Ontario Grudge Wars............. 37 Ontario Street Outlaws.......... 82 Parts Pro Perf Centers.......... 116 Performance Improvements.. 10 Perf. Plus Connection.......11, 58 Philadelphia Racing Products (PRP).................................. 40 Powermaster Performance.... 58 Precision Turbo...................... 53 ProCharger.......................... 113 Proform Parts...................... 101 Proformance Racing Trans..... 20 Pro Systems Carburetors... 31,78 PTC........................................ 80 Quebec Grudge Wars............. 82 Quick Fuel Technology........... 34 Quik-Latch Products............ 110 Racecraft............................... 35 Racepak................................ 20 Racequip............................... 79 RAM Clutches........................ 24 Renegade Racing Fuels......... 50 Rhodes Race Cars.................. 87 Ross Racing Pistons..........5, 107 RPM Magazine Subscribe!.114 S&W Race Cars.................... 111 Scorpion Racing Prods........... 12 Shafiroff Racing Engines..12, 27 Sharp Trailers........................ 82 SMACKDOWN 1 Event............ 83 Smith Racecraft................... 102 Steve Morris Racing Engines. 61 Strange Engineering............. 63 Street Machine Nationals.... 109 Summit Racing Equip.....29, 115 Taylor Cable Products............ 96 TCI Automotive...................... 90 The Judas Contract: Team Titans................... 92 Ti64....................................... 86 Tom’s Upholstery................... 30 Trick Flow.............................. 49 TRZ Motorsports.................... 15 Tuned By Shane T.................. 18 VP Racing Fuels..............52, 103 Weinle Motorsports............ 100 World Products..................... 35

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

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

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

RIDES

THE

EXCLUSIVES

COVER CAR Don’t Knock It ‘Til You Try It.............94 A young drag racer brings an old idea back to life: a class for plate nitrous-equipped cars only.

Flight Plan..................................................... 54 Clear the runway. Kerry McPherson’s Pro Street Nova is ready for takeoff!

Terminator ................................................................ 24 Hasta La Vista, Chevy. The Blue Beast ..........................................................8 Casey Hord’s Z06 is fast and 100% street machine!

PROJECTS & TECH

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Shop Talk: Nothing is Ever Easy.............................34 ...I promise...it’ll only be a few more minutes!

Project Home Grown COPO......................................76 It’s amazing what a coat of paint can do!

EFI For Nitrous Junkies: Part 4................................84 A dashingly handsome dash

Rout Too Cool......................................................102

Creating killer (and repeatable!) pieces and panels with a JessEm router table, Easy Fabrication templates, and router equipment from 12VTools

Seek and Find......................................................... 40 Searching out a Gen 2 Camaro for an LS swap… Mission Accomplished!

Play the Hand You’re Dealt....................................106 With the clock ticking on the big debut at the Street Machine Nationals, we take a few steps back before taking a few forward

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

june 2017 | RPM Magazine

www.rpm-mag.com | june 2017

here are certain topics in life that can start quick debates and others, almost an instant feud between two

or more parties. And with the days of social media and access to some type of keyboard almost everywhere we go, some of these can get fairly

heated pretty quick. This reality is true even moreso now, considering that most folks have the means to voice their opinions instantly in the palm of their

hand, which means that those opinions can be and often are made with little or no thought put into them. And in our little world of fast cars, it’s safe to

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THE BLUE BEAST

june 2017 | RPM Magazine

DON’T SLEEP ON THIS ONE It’s tough to argue the appeal of the Corvette lines…no matter what camp you run with. Other than the aftermarket tires and wheels, Hord’s Chevy is a sleek sleeper. He even runs full exhaust with cats! say that if you want to start a heated conversation, or are just bored and want to entertain yourself, simply pose the question: what defines a street car over a race car? Then sit back, grab some popcorn, and watch the drama unfold. Stunning from top to bottom, Casey Hord’s 2008 Jetstream Blue Chevrolet Z06 is a remarkable example of modern muscle with loads of horsepower and all the amenities, to boot. In our books, there’s no other way to slice it: this is 100% pure street car. Rolling off the production line in the late part of 2005, the sleek Z06 had a few perks over the standard C6, such as coming equipped with a monstrous 7.0L engine. That’s 427 cubic inches

of displacement straight from the factory, most commonly known as the LS7. Bone stock, the spacious, high-tech powerplant is capable of churning out a tick over 500 ponies, naturally aspirated. Not too shabby at all straight out of the box. Casey’s ownership of the car, nicknamed “The Blue Beast,” began seven years ago. “I loved the color of my old C5 Corvette and I always said that if they came out with a C6 Z06 in a similar color, I would get one.” So when the Jetstream Blue color came into production, Casey stayed true to his word and purchased himself the ’08 Chevy. After only two months of ownership, Casey headed to RPM Transmissions with the car

www.rpm-mag.com | june2017

THE BLUE BEAST

JETSCREAM BLUES Okay, so the factory color is Jetstream Blue...but with a blown LS7 capable of cranking out 9-second passes in full street trim, this Vette is a screamer! and put a 4.10 differential conversion in. Not long after, he was plagued with the LS7 head problem. “It hit me right in the face. It dropped an exhaust valve and destroyed the engine,” he said. Some of the LS7 engines had valveguide problems, and over time the deterioration lead to further compli-

june 2017 | RPM Magazine

cations. “Luckily, it was under warranty and GM replaced it with a new LS7 engine,” added Hord. After repairs were complete, more mods started rolling in. When you start with a modern LS7, you can get a lot of power without even getting inside the engine, and Casey decided that he wanted to keep

things fairly stock and only install bolt-on parts. Step one was to breathe and a set of 1 7/8-inch headers complete with high flow cats were installed. Next, it’s only natural that if you’re going to expel the air more vigorously you need to get as much as you can in, first. A FAST intake and Vararam cold air intake were

www.rpm-mag.com | june2017

NICE SHOES The ‘08 sits on a set of Weld Racing V-Series on all four corners, and with beadlocks in the rear. This real street car makes regular appearances at the strip! installed followed by an LS9 clutch to help the driveline. A methanol injection kit was used for the added octane to give Hord the ability to push the timing for maximum power. With this set-up the ’08 went a solid 10.09 at 137 miles per hour. “I knew she had some more in her, but the LS9

june 2017 | RPM Magazine

clutch was the limiting factor,” explained Hord. “So next came the dreaded clutch swapping and that was not an easy job by any stretch of the imagination! I had three clutches in and out of the thing trying to run a 100-shot of nitrous with the bolt-on set-up, and didn’t have any luck with a

clutch holding it.” Frustration hit, and Casey, upset over all the time he and his friends had put into the Z06, stripped it down and put every stock part back in its place, right down to the paper air filter. Admittedly, he even began thinking of selling the car, but that didn’t happen and after

THE BLUE BEAST

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THE BLUE BEAST HEAD OUT ON THE HIGHWAY The day of our photo shoot, Casey drove the Z06 over 200 miles, made some 9-second runs, and with nothing more than an air pressure change in the tires, drove back home again.

a while the modifications started again, as Casey simply couldn’t handle having the Blue Beast bone-stock for very long. “This time I went a different route. I thought boost would be fun,” told Hord. “So I went with an ECS supercharger kit, the 1500sl.” Before installing the huffer on the LS, Hord pulled the heads to make sure he didn’t have the same problems again—the last thing he wanted to do was destroy another LS7. The heads went to American Heritage

Performance for new PM valve guides and while he had the top of the engine torn down, Hord had Brian Tooley cut a custom blower cam for him, being very specific that he did not want to lose any drivability with the cam install. Once everything was buttoned back up, Casey went to James Short of ShorTuning to

get the fresh Vette mill dialed in. “We ended up taking the restrictor plate out of the blower kit and made some big power out of this little head unit,” he said with a smile. “We tuned it on E85 and methanol for max power. And the custom cam from Brian Tooley was a surprise to all involved with the power it made, all while maintaining drivability.

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ER W O KP C O L BIG B

It was so impressive, that Tooley ended up putting one in his own personal Z06 as well.” To feed the hungry boosted LS, Casey went with a fuel system from ECS with an Aeromotive A1000 inline fuel pump that comes on under boost. A flex fuel sensor controls the E85 through a set of 120-pound injectors from HPI, while the meth-

anol injection kit comes from Alky Control. To solve the clutch problems that had plagued his bolt-on only modification stage in life, Hord chose to go with a triple disc clutch. The car maintains its stock transmission, a T6060, as well as the stock differential and the original 3.42 gears, re-installed after Blue Beast version 1.0 was reversed. The

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It’s a well optioned heavyweight at just over 3150lbs. Everything, including the air conditioning, is fully functional. At the track Casey runs a set of Mickey Thompson slicks with a stiff sidewall for the manual transmission.

THE BLUE BEAST COMING SOON All the comforts of home surround Casey Hord as he drives and races his 2008 Z06 Corvette regularly. A roll cage is in the future for the Chevy with the help of Norm Boutot.

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CASEY HORD’S 2008 CHEVROLET Z06 CORVETTE Chassis: Stock but coming soon, 8.50 rollcage built by Norm Boutot of John Force Racing. Suspension: Stock with LG drag spindles. Body & Paint: Factory Jetstream Blue. Engine & Rotating Assembly: Stock LS7. Stock heads. American Heritage Performance powdered metal valve guides. Custom blower cam from Brian Tooley Racing. Induction: E85 with flex fuel sensor. ECS fuel system. Aeromotive A1000 inline fuel pump. HPI 120-pound injectors. Methanol injection kit from Alky Control. Power Adder: East Coast Supercharging supercharger kit. Paxton 1500sl. 6-rib belt. 3.48 pulley. Electronics & Ignition: Tuned by James Short of ShorTuning. Transmission: Stock T6060 transmission. Mantic triple disc clutch. Differential: Stock differential. Stock 3.42 gear. Performance: 9.05 at 159 miles per hour at MIR in Maryland, November 2016. Special Thanks: “I would like to thank Keith Lytle for all the time helping me get this thing the way it is today. Dave Smith for the help on the fuel system and the clutch. Jared Cocanougher and Brian Tooley for the great deals on parts, and James Short for the tuning. Chris Coriell for the awesome supercharger kit. And my girlfriend Stacy Throckmorton for putting up with the long days of racing.”

THE BLUE BEAST

Z06 ended up pulling a 1.33 in the 60-foot with this combo, impressive to say the least, especially when considering the

3,150-plus pound weight of the venerable American muscle car. Although The Blue Beast is capable of putting down

some impressive numbers at the track, don’t think that means it lacks in the comfort department. It still has all the goodies:

HIDDEN BOOST It is a snug fit under the hood of the Vette. The stock head and bottom end LS7 has a custom blower cam from Brian Tooley of BTR and a few other tricks up its sleeve. Like the sign says it’s a Z06, and yes it’s the original engine – no wait, it’s actually a GM warranty replacement 427-inch LS7. Look closely, the matte black ECS/Paxton 1500SL centrifugal supercharger sits almost undercover in the Vette engine bay.

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THE BLUE BEAST

NO POSER Casey Hord stands behind his beloved Blue Beast.

full interior, cruise control, and even air conditioning. “The car drives like it did when it was stock, until it’s time to go fast,” boasts Hord. The best pass to date in the Chevy was in November of 2016

at MIR in Maryland when the Blue Beast laid down a 9.05 at 159 miles per hour in the quarter-mile. An achievement that allows Casey to claim the current record for the fastest LS7 stock bottom end combo,

and the fastest car running the small Paxton 1500sl blower, all while being 100% street car. What’s not to love about that? In a nutshell, this Vette is capable of driving 200 plus miles to and from

the track, ripping off some bottom 9-second passes, and with nothing more than a tire pressure change, head back home again… now that’s a street car, by any definition!

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hances are, if you’re a child of the ’80s or ’90s and someone mentions a “Terminator,” you may think of ol’ Arnold Schwarzenegger, his role as a cyborg, and the impending Judgement Day that the heros and heroines are fighting to save the world from. But, if you are an avid Mustang enthusiast,

most likely, you’ll be envisioning the infamous 2003 to ’04 supercharged Cobras prowling the streets and drag strips. The 2003 and 2004 SVT Mustang Cobras were dubbed the “Terminator” by the SVT development crew. With a tad over 19,000 of these produced, they rolled out in the spring of 2002 with a supercharged 32-valve

june 2017 | RPM Magazine

DOHC, 4.6-liter V8 engine. With a rootstype supercharger cranking out the boost, these cars were said to be able to run mid 12-second quarter mile times with no modifications whatsoever. With a tire change, owners had the potential to be knocking on the door to the 11s. Finding one of these Cobras unmolested, though, is like finding a

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www.rpm-mag.com | june 2017

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YOU’VE BEEN TARGETED FOR TERMINATION This rare factory American muscle car looks stock aside from the wheels and roll bar that just peeks out with the roof up. Street driving and interstate cruising are a regular occurrence for this 9-second ride! Under the hood, Hunter replaced the stock Eaton blower with a 3.4 Whipple Crusher, pushing the Cobra to a neck snapping 800 horsepower at the rear wheels. unicorn. If you can find a bone stock one, consider yourself lucky, and don’t be surprised that they still have a nice price tag that comes along with them. For Hunter Havens, owning a Cobra was a dream, and he has his family to thank for his love of the Mustang. “I’ve always wanted a Cobra, since the day they came out. Just the way they look and the sound of that blower screaming as they go by. You don’t see them often as they are on the rare side, so it’s something special to me to own one.” Hunter’s color combo on his 2004

isn’t all too common either, as he shares that there were only 128 Oxford White units made, and only 94 with his color of interior. Before he was sitting behind the wheel of the rare Ford though, he was wheeling a much more common GT. “I still remember my first trip to the drag strip. It was to Mountain Park Dragway as a little kid, and feeling the cars vibrating my chest and smelling the race gas and burning rubber is something I’ll never forget. My dad and my uncle are Mustang guys, so my first car was a 2003 Mustang GT convertible, with cams, minor bolt-ons, and nitrous.”

In April of 2013, Hunter found his pride and joy waiting for him as he was heading home from work and happened to glance over and see it on a car lot. Four days later, Havens test drove the car and took the Oxford White Cobra home that same day. Luckily for him, the car was still in relatively good condition when he got it. With a little tender loving care, some cleaning and polishing the ’04 began looking better and better. Havens wasted zero time seeing what the Terminator would do, and headed out on the street the very first night of ownership with his new ride. “The first night I had the

www.rpm-mag.com | june 2017

TERMINATOR POISED TO STRIKE The Cobra sits on adjustable upper and lower control arms, spherical bushings, and Strange 10-way shocks.

car I put my radials on, and met up with a friend. I raced his Cobra to see how it ran. At that time the car had an upper pulley and minor exhaust.” Hunter was ecstatic about his new car, regardless of how close to being stock it was. At that time it was all he was after and he was content with the Cobra just the way it came, especially given how it ran for what few changes had been done to the car. Despite how thrilled

he was with the Mustang however, the urge struck and parts started rolling in and being installed, and it has not stopped since. After the abuse the independent rear suspension (IRS) took, it finally gave out while racing and pretty much blew apart. It was time to step up and build a solid axle. Now the car sits on a Ford Racing 8.8 differential with 31-spline Moser axles and a 3.73 gear. A couple of

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june 2017 | RPM Magazine

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TOP DROPPER The view from above with the top down. Once spring has sprung Havens hits the streets and track with his Cobra.

years after the IRS was replaced, it was time to take the car further. Hunter was ready to make it into much more of monster fitting of the Terminator nickname, so he enlisted the help of friend Lee Blankenship. “I took the Cobra to Blankenship Tuning and Performance to have the build done. I was shooting for 700 rwhp. He was able to get it in and finished really quickly, and when I got the news of what it made, I

couldn’t get to his shop fast enough to pick up the car!” exclaimed Havens. The ’04 put down closer to 800 on the dyno, and Hunter wasted no time getting it picked up and back out prowling the streets. “Like usual, that night I went out and raced a couple of friends that were around the same power level and all I can say is that it was awesome to step it up that much!” Although the motor itself has

never been touched, the car has seen some suspension changes in addition to the power adder upgrade. For driver safety, the Mustang sports a bright red 6-point roll bar with swing out door bars. Hunter has replaced the stock Eaton blower with a 3.4 Whipple Crusher. The fuel system has been beefed up to a return-style system, ID1000 injectors, and billet fuel rails. The Cobra sounds as good as it looks, too,

with a pair of American Racing Headers, a 3-inch X-pipe, and a Borla Stinger catback set up. Along the way Havens switched out the transmission from the factory 6-speed to a TH400, but once the new blower setup was in full swing, it didn’t last long and decided it had had enough. Havens missed rowin’ the boat with the standard trans, though, so to replace the automatic he built a T56 and

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www.rpm-mag.com | june 2017

PLEASE DON’T ROLL THE COBRA With the top down there’s no missing the bright red Maximum Motorsports 6-point bar, and it’s not just for show.

FACTORY HOT ROD The original 4.6 liter 32-valve double overhead cam engine has not been opened up to make more power…yet! Just bolt-on parts so far. The throttle body has also been replaced with a Whipple piece along with the air intake mass air meter and filter. installed and aftermarket clutch and quadrant to handle the extra boosted ponies. As we’ve mentioned, the 2004 Stang sees its fair share of street

time, and Hunter certainly isn’t afraid to drive it. “Since the first night I’ve owned it with the minor bolt-ons, I’ve been racing it. Didn’t matter what time it was, I was

THE

always ready to race and have fun. I love the rush you get, at the track or on the street.” The Ford is no slouch at the drag strip as the best the Cobra has laid down to

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june 2017 | RPM Magazine

www.rpm-mag.com | june 2017

THE TERMINATOR

LOADED UP The Cobra came well-appointed in all areas. Notice the stick shift back in place. Havenâ&#x20AC;&#x2122;s had a short run with an auto trans but missed banginâ&#x20AC;&#x2122; gears, so after it broke, a T56 was built to handle the extra power. According to Havens, there were only 128 2004 Oxford White Terminators produced. MIDDLE: Havens added an aftermarket fiberglass hood to give the front a little more Arnold-intimidation factor.

june 2017 | RPM Magazine

HUNTER HAVENS’ 2004 FORD MUSTANG COBRA

Hunter Havens with his Cobra.

date is a 9.71 at 143.5 miles per hour, all while being driven back and forth to the track. Remember, it’s a real street car. The first time the car dipped into the 9’s Hunter had a slight mishap to go along with the accomplishment. “As I left

the line the car pulled the wheels and my seat broke, I wound up in the back seat!” That didn’t deter him though, and he came right back out and backed it up with another 9-second pass…after all, the Terminator never quits!

Chassis Type & Mods: Factory frame/chassis with Maximum Motorsports 6-point roll bar with swing out door bars. Torque box reinforcements. Suspension: Stock K-member. Bilstein struts. GT springs up front. Team Z anti-roll bar. Adjustable upper and lower control arms, and spherical bushings. Strange 10-way shocks. Team Z rear springs. Body & Paint: Oxford White paint. Kaenen cowl hood. Engine: Stock motor, never touched. American Racing Headers 1 7/8-inch headers. 3-inch X-pipe. Borla Stinger catback system. Induction: CFM breather filter. Fore return-style fuel system. ID1000 injectors. Fore fuel rails. Power Adder: 3.4 Whipple Crusher. AFCO heat exchanger. Bigger expansion tank. BilletFlow idler pulleys. Thumper Supercharger tensioner. Electronics & Ignition: Stock ECU. Phantom 2 boost gauge and oil pressure gauge. Innovative wideband. Tuned by Lee Blankenship of Blankenship Tuning and Performance. Transmission: Built T56. McLeod RXT clutch. MGW orange handle. Steeda quadrant. Stock aluminum driveshaft. Tires & Wheels: Billet Specialties Street Lite wheels with Mickey Thompson 275 ET Street Radial Pro rear tires. Rear Differential: SRA 8.8 Ford Racing differential. Moser 31-spline axles. 3.73 gear. ARP extended studs. Welded axle tubes. Performance: 9.71 at 143.5 miles per hour. Special Thanks: Hunter is thankful for his fiancé’s support and for sticking by his side considering how much time he spends with the Cobra. He also thanks his Dad for helping him every step of the way. Last but not least, good friend Lee Blankenship for doing the build and tuning and being there to help with the questions.

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www.rpm-mag.com | june 2017

SHOP TALK

NOTHING IS JT

story and photos by

ow many times have you told someone, “this will only take five minutes,” and it ends up taking 30 minutes or even more? The fact is,

EVER EASY... >> ...I promise...it’ll just be a few more minutes!

nothing is ever easy, and after decades of wrenching successes (and some failures), I am finally brave enough to admit it. I could fill a library with examples of “easy” jobs that have put my patience to

june 2017 | RPM Magazine

the ultimate test, but recently I encountered a few that are worthy of sharing. We’re all familiar with Mr. Murphy and his belief— AKA “law”—that anything that can go wrong will go

wrong. I’m willing to wager that Mr. Murphy was indeed a gearhead and had a hand in his share of fabrication. But Murphy’s Law is not the only the phenomenon we’re dealing with here. The human

ego and the Four Ps also have a significant effect on the outcome of things. For those of you who are not familiar with the four Ps, I’m quite certain you’ve been guilty of them at one point in your life. Piss-

1: Don’t be lured into the trap that something will only take five minutes. More often than not, a gearhead somewhere around the world has said this and fell victim to its mayhem.

2: Fabricating this bracket to hold the drive shaft rpm sensor was fun and offered no resistance along the way. It was at the other side of the sensor that proved itself a worthy challenge. 3: Tightening the four nuts that hold the u-bolt straps to my Dana 60 pinion yoke was supposed to take only five minutes. This magnetic collar made me buy a custom pinion yoke and a set of smaller 12 point nuts. Two weeks later the transmission was mated to the rear.

Poor Prior Planning often leads to many delayed projects and steps in the wrong direction. I’ve also heard it referred to as the seven Ps: Piss-Poor Prior Planning Produces Poor Performance—but how many true gearheads are going to let a bad plan produce poor performance? None! A poor plan

www.rpm-mag.com | june 2017

SHOP TALK 4

4: The old adage that anything that can go wrong will go wrong was founded by a gearhead named Mr. Murphy. He and his entire family enjoy the gearhead lifestyle and love to visit us when we least expect it. is simply a reason to revisit the “think tank” and start over again. Performance can never be sacrificed —only the time spent figuring it out.

BIG BLOCK... SMALL SPACE

june 2017 | RPM Magazine

Changing the spark plugs on an eight-cylinder car should only take 16 minutes in a perfect world. This allows the gearhead one minute to get the spark plug out and one minute to gap it and put it back in. I just counted the threads on one of the plugs I use in my big block, and I think we can all agree that one minute is a sufficient amount of time to turn 13 threads. What could possibly go wrong with such an easy, routine maintenance job? Let’s begin with a little geometry, and the fact that we either have to lean over an engine bay or lay on our backs to perform the job. Either way, this 16-minute, perfect-world job just went out Mr. Murphy’s window. Before we go any further, let’s take a minute to ponder the circumstances of my elusive, so-called perfect world. My engine is rest-

ing comfortably on an engine stand (without headers) in my climate controlled shop, where I sit on a fully padded and adjustable rolling work chair, positioning myself at eye-level with each spark plug. I am able to meticulously gap, index, anti-seize, and install every plug to perfection without a single visit from Mr. Murphy, all while listening to the best of ’80s heavy metal bands blasting through the walls of my sanctuary. Now back to reality! Let’s rewind to the first time I had to perform this job with the engine, a 572 cubic inch Merlin big block, that’s stuffed into a 4th gen Camaro with the stock shock towers. The massive 1-5/8-inch header tubes going into 3-1/2-inch collectors only added to the claustrophobic nightmare that awaited me. It was mid-summer, and I had just returned from my first—and might I add unsuccessful—test and tune at the track. I did not have an enclosed trailer at the time or a lift in my shop, and was borrowing a friend’s open deck. I decided to use the open deck trailer as my lift and began to give the

car a thorough examination. This type of trailer is a blessing for off-site repairs like this, and I had every intention of it only taking an hour to change the spark plugs. We’ll start with cylinder one. The header tube on that cylinder is so close to the tip of the spark plug and shock tower, that no conventional spark plug socket or regular socket would go over it. No problem…I have an open trailer and will lie under the car and get it from there. Mr. Murphy put an end to that plan, though, reminding me the Brodix heads have a lip that extends past the part of the plug where you would be able to get an open end wrench on it. Taking the headers off on that side didn’t seem like a good idea as like I mentioned earlier, everything barely fits in there as it is, plus the steering linkage further complicates things. My last resort was to take a perfectly good spark plug socket and mill it down until it fit. This process took every bit of an hour to fabricate correctly and test in between milling sessions. I was finally able to get that plug out and move

6 5: ”Honey, I need five minutes to put the license plate on your car before we go out to dinner.” After all, how hard is it to put on a license plate?

7: Someone before me allowed Mr. Murphy to win and did not take the time to make a special tool to install/remove this award winning blunder. “It seems to have a miss at high RPM’s.” YA THINK??

on to cylinders three and five, which are directly across from the shock tower. Once again this proved itself to be a relative of the Murphy family and tried my patience. Cylinder seven required removing the oil dipstick from the oil pan, and cylinder eight required removing the tranny dip stick. Cylinder four and six were no different than three and five, but by the grace of God cylinder two was as easy as could be. In the end, this so-called onehour job took an entire day and really wore me out.

FOUR LITTLE NUTS – TWO LONG WEEKS

I recently decided to add a data logger to my baby and since electronics is one of my specialties, I was not at all concerned with the wiring and programming that awaited me. I enjoyed the fabricating that was necessary to mount the shock position sensor and the drive-shaft speed sensor, and was very pleased how it all turned out. While trying to install the magnetic collar to the Dana 60 pinion yoke, though, my

old friend Mr. Murphy decided to pay me a visit. There simply was no room to mount the collar on the Spicer yoke. After doing some research and getting a hot tip from Randy at RPM Performance Products, I contacted Mark Williams Enterprises. They just so happen to make a pinion yoke for the Dana 60 that accommodates the magnetic collar as well as retains the stock length, so no drive-shaft modification is needed.

刀椀瘀攀琀 ⬀ 刀椀瘀攀琀一甀琀 ⬀ 刀椀瘀攀琀匀琀甀搀

The new pinion yoke arrived and as advertised it was a perfect fit. I was getting excited as I adjusted the gap between the sensor and the collar. Everything was going smoothly until I tried to tighten the u-bolt straps that connect the driveshaft to the pinion yoke. Due to the added depth

6: I am a firm believer in nothing worth having comes easy. We all work extremely hard to finance our addiction to horsepower and a cool ride. If it was easy everyone would have 1000 or more horsepower stuffed inside an engine bay and have wrenched on it entirely themselves. of the magnetic collar, there was no room to fit a wrench of any kind to tighten the four nuts enough to feel good about it. I tried every one of my wrenches and even a special flank drive wrench. Thinking about the article I wrote a few months ago about having the right tool for the job, I went into full blown tool-search mode. I had every tool that was suggested for such a tight spot and my only option was to take a perfectly good wrench and

䴀甀氀琀椀ⴀ䘀甀渀挀琀椀漀渀愀氀唀渀氀椀洀椀琀攀搀倀漀猀猀椀戀椀氀椀琀椀攀猀䄀嘀䄀䬀䴀愀砀䐀甀琀礀䘀氀攀砀吀漀漀氀䬀椀琀 ∠ ㌀ⴀ椀渀ⴀ㨀刀椀瘀攀琀Ⰰ 刀椀瘀攀琀一甀琀 ⬀ 刀椀瘀攀琀匀琀甀搀 ∠ 䘀氀攀砀椀戀氀攀栀愀渀搀氀攀猀昀漀爀攀愀猀礀猀琀漀爀愀最攀眀椀琀栀漀甀琀氀漀漀猀椀渀最愀渀礀氀攀瘀攀爀愀最攀⸀ ∠ 唀渀椀焀甀攀儀甀椀挀欀匀眀椀琀挀栀昀攀愀琀甀爀攀昀漀爀爀愀瀀椀搀昀甀渀挀琀椀漀渀愀氀挀栀愀渀最攀 ∠ 䠀攀愀瘀礀搀甀琀礀猀甀瀀瀀漀爀琀椀渀最猀琀愀椀渀氀攀猀猀昀愀猀昀愀猀琀攀渀攀爀猀愀渀搀猀琀爀甀挀琀甀爀愀氀昀愀猀琀攀渀攀爀猀

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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

刀一䐀ⴀ㄀

刀嘀䐀ⴀ㄀

圀圀圀⸀刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀⸀䌀伀䴀

刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀 ☀ 吀䔀䌀䠀

www.rpm-mag.com | june 2017

SHOP TALK 8

8: The elusive “perfect scenario” begins with bowing to my next project as a sign of respect. Then making sure that the temperature is just right in my well-lit shop, having the best of the ’80s heavy metal playing non-stop, positioning my fully-adjustable and padded work chair in position, having every tool I need at arm’s length, a cool beverage that somehow keeps getting re-filled, and a sandwich at just the right time would add a nice finishing touch.

modify it to work. As I worked diligently in my shop milling down my new custom wrench, my buddy Shawn responding to my distress signal, sent me a text that included a picture of a set of u-bolt straps that had a 12-point nut at the end. Not only would the 12-point nut make it easier to get a wrench or even a socket in, it was also two sizes smaller and had a 7/16” head. So I immediately aborted operation custom wrench and ordered a new set of straps. What should have taken just minutes to tighten four nuts took two weeks of research and logistics.

PERFECT DOESN’T MEAN FAST I recently mounted a Hurst Line Lock solenoid and the DEI CRYO2 solenoid in my engine bay. Like I mentioned before, I enjoy wiring and fabricating and had no trouble

9: Isn’t it funny how we tend to make a simple thing become way too complex? It is extremely nice when we have the rare opportunity to make the complex a bit more simple. (like finding a 12-point nut that is whatsoever making a that I was looking bracket to hold both for. A few days later it two sizes smaller). The next time solenoids, and wiring arrived, and I fell into a member of the Murphy family and plumbing them in the “this will only take pays you an unexpected visit, place. When I was finfive minutes” trap once ished I took a step back again. You see, I got simply welcome the challenge and admired my handy home around 10 PM and get your head even deeper work only to see that that night, and instead into finding the solution. After I did not like the way of putting on my comfy all, this is what we love doing! the main CO2 braided clothes and parking my supply line stuck up vertically toward the hood. I could have went back to the engineering phase and re-made the bracket to orient the solenoids in a different direction, and I actually gave that much thought, even drawing a few pictures of what it would look like, until the obvious hit me in the face. I could simply get a -4 to 1/8-inch NPT 90 degree adapter and re-route the feed line with that. Instead of being upset with myself for not thinking of that in the first place, I celebrated in my genius for saving myself more fab work. I went online and found the perfect fitting

june 2017 | RPM Magazine

tired old body in my favorite chair, I decided to stay in the shop and perform this five minute task. I grabbed a -4 AN wrench and unscrewed the CO2 line from the solenoid. After wrapping some teflon tape around the 1/8-inch threads of the fitting, I tried to screw it into the solenoid. This worked fine until the AN side of the fitting hit the bracket I made and the engine bay metal. Over an hour later after removing the bracket and the solenoid from the bracket, I was able to successfully screw the new fitting into place. Then came the task of putting everything back together

perfectly and finally attaching the CO2 feed line to the new fitting. So much for another five minute job, this simple task took over an hour to complete.

MR. MURPHY VISITS ALL OF US!

Just the other day I was telling my gearhead friend Shawn about this article and he shared how just a few days prior he told his wife he needed five minutes to install the new license plates on her BMW before they could leave for dinner. It’s important to note that Shawn is not your ordinary gearhead. He has an

engineering degree and mad fabricating skills… made his own body panels…need I say more! Shawn is a genius in the shop, and I love spending time with a fellow gearhead that thinks like me. Shawn grabbed a wrench, along with his new license plate and began the simple task of removing the four small bolts that held the plate in place. Long story short, due to the incredibly salty conditions that are a by-product of living in the northeast, two of the bolts snapped and the other two took some work to get out. Once again, a five-minute job had turned into a chore, and Shawn was in the “noth-

ing is ever easy” zone. So my friends, I leave you with yet another deep and intriguing thought. Never under estimate the power of our old friend Mr. Murphy, as he will undoubtedly pay you a visit at some point and throw a wrench into the solitude of your sanctuary. Quality shop time is therapy for our souls, takes us away from the trials of life and connects us to what we truly enjoy. So do yourself a huge favor, always include Mr. Murphy in your plans, and welcome all of the challenges he presents. Until next time, keep wrenchin’!

www.rpm-mag.com | june 2017

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june2017 | RPM Magazine

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or nearly 20 years, Shannon Corman has been involved in the racing and street scene. During the span of those two decades he’s owned everything from AWD DSMs to motorcycles to Corvettes.

“The first time I went to a drag strip I was hooked!” With the smells and sounds of drag racing etched permanently into his brain, the first “car”, or actually truck, that Corman raced was a 1989 single cab short box Chevy

Silverado that he had done an LT1 swap on back in 2004. “It had a small cam, long tube headers, had a 5/7 drop, and had 20s on it. It was a blast to drive and ran a 13.77

www.rpm-mag.com | june 2017

SEEK AND FIND

in the quarter-mile. And that was way back when 11s was considered fast!” says Corman. Corman had been on a seek and find mission for a second-generation Camaro for a while. Being few and far between, his search didn’t turn up much of anything. While he wanted a Camaro that he could perform an LS

swap on, he eventually opted for a 2003 Z06 instead. The want for the Camaro was too strong though, and ultimately the Z06 was sacrificed to make room a second-gen as he recommenced his search. “Every time I saw one of these Camaros out, I really regretted not buying one, so the ’03 had to go.”

june2017 | RPM Magazine

HIGH TECH CLASSIC Shannon Corman’s ’70 RS sits low and packs a built LSX mill under the hood.

www.rpm-mag.com | june 2017

DON’T MESS WITH PERFECTION The steel cowl hood was a must to give the RS the right look…it certainly wasn’t needed for clearance after the LS swap. No chute, no wheelie bars, just good ol’-fashioned American iron from front to back. Generally thought of as not as popular as its predecessor, the second generation of the Chevrolet Camaro spanned from 1970 to 1981 and was considered to be more of a driver’s car than the first generation. The split-bumper, though, was found on the RS model and was a popular look that

many owners liked—so popular that the split bumper look was duplicated on the non-Rally Sport Camaro. A styling change came about in ’74 and this popular and recognizable bumper choice unfortunately went by the wayside. Ironically, the lack of notoriety of this generation of Camaro

june2017 | RPM Magazine

was one reason why Corman sought one out. “You just don’t see many of these around,” he said. “It seems like you always see a ’67-’69 everywhere you go, but not the ’70-’73. They are beautiful cars, one of my favorites, by far!” A buddy of Corman’s actually found this car for him on Craigslist back in

SEEK AND FIND RAD ROLLERS The Camaro enjoys street and track duty on a pair of Mickey Thompson ET Street S/S Radials on Race Star Industries black chrome Dark Stars on all four corners.

www.rpm-mag.com | june 2017

SEEK AND FIND

NEW TECH SWAP NO STUPID QUESTIONS When Corman pops the hood people start asking questions… like “where’s the carb?” And, “...what are all those little doohickey thingies on top of the valve covers?”

The ’70 Chevy now houses a built 370 cubic inch LSX iron block topped with RHS CNC ported cylinder heads that looks right at home under the hood of the nostalgic muscle car. Corman plans to reintroduce boost to the LS combination. The Magnuson TVS2300 blower was removed due to transmissions issues with the added power.

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june2017 | RPM Magazine

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SHANNON CORMAN’S 1970 CHEVY CAMARO LSX STREET MACHINE Chassis & Suspension: FRONT: Hotchkis 2-inch lowering springs. Hotchkis upper and lower ball joints. All polyurethane and billet aluminum subframe bushings. Lakewood 90/10 drag shocks. C5 spindles with 13-inch rotors and C5 calipers. REAR: Lakewood 50/50 shocks. Calvert Racing Caltracs with split mono leafs with a 1.5-inch drop. Billet aluminum bushings and custom subframe connectors. F-Body rear rotors and calipers. Cross-drilled and slotted rotors on all four corners. Body & Paint: GM Black paint. Steel cowl induction hood and new quarter panels. Wheels: Race Star Industries Dark Stars in black chrome. 15x10.5 on the rear and 17x7 on the front. Engine: 370 ci LSX iron block. Wiseco pistons, Callies rods, ARP rod and main bolts. Balanced and blueprinted. RHS CNC-ported cylinder heads with LS9 head gaskets. ARP head bolts. BTR dual valve spring kit, BTR push rods, LS7 lifters. James Short spec’d boost cam. Melling high volume oil pump. Induction: Custom fabricated cold air intake with K&N filter. LS2 intake with a Nick Williams 102mm throttle body. Holley fuel rails with 60-pound injectors. Twin Walbro 450 fuel pumps. Ricks stainless tank with dual fuel pumps. GM E85 flex fuel sensor. -8AN Russell Pro Classic fuel feed and return line. Power Adder: To be continued.... Exhaust: Stainless Works 1 7/8-inch headers with 3-inch collectors. Full dual 3-inch stainless Magnaflow exhaust with X-pipe. Electronics: Autometer Sport Comp gauges. Custom wiring harness made by Bill Hillcock of BP Automotive. Tuned with HP Tuners by James Short at ShorTuning. Transmission: Fully built T56 with Lakewood bell housing. MGW shifter, LS7 clutch, PST built aluminum driveshaft. Differential: GM 12-bolt rear end with Moser axles and. 3.55 gear. Special thanks: First and foremost is Jeremy Miller, for finding the car for me and all the help he has given throughout this build. Henry Mitchell for all the welding he has done for me. James Short of ShorTuning for his mad tuning skills. Bill Hillcock for building my custom wiring harness. Jared Cocanougher for the multiple transmission rebuilds. BTR for all the parts over the years, and all of the RACE859 crew for the help on the swap.

November of 2011, and as soon as he laid eyes on it, Shannon knew it was coming home with him. The previous owner had the car about 15 years and it was located in Walton, Kentucky. “The car was in pretty decent shape. The interior was a little worn and the original wheels and tires were not my cup of tea—they definitely had to be replaced. And then there was the ride home...let’s just say that it handled like a stagecoach and definitely was no Z06!”

The previous owner thought Corman had lost his mind when he shared his intention of swapping the Camaro to an LS powerplant, but that didn’t deter him the slightest bit. He wasted no time in getting started. When he first took over the ’70 it was the stereotypical muscle car of the ’80s and ’90s with its oversized cammed 327 and 3-speed automatic. Corman shared that a lot of trial and error had to go into the car, as back then there was not a

plentiful offering of LS swap parts for the second generation Camaro. “It seemed like everything I found was for a first-gen,” explained Corman. “A lot of items were bought that wouldn’t work, so some things I had to fabricate myself and others I had friends help me with.” The car took a solid year to build. It was stripped all the way down to bare metal and glass and almost every nut and bolt was replaced. In addition to the new LS engine, the RS was

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SEEK AND FIND

INSIDER INFO

also converted to a built T56 6-speed standard transmission, and for a time the engine had a Magnuson TVS2300 blower puffing down its’ throat. Ultimately, the supercharger was removed due to transmission breakage—Corman lost five transmissions in one summer along with a rear differential—so the boost had to go...for now anyway. Now the 1970 Camaro is sporting a 370-ci LSX iron block with Wiseco pistons and Callies rods. The LSX is topped with a pair of RHS cylinder heads that have

The inside of the RS was rough when purchased but was restored to original during the project. Autometer Sport Comp gauges where inserted into the original dash face and a Kenwood stereo system with matching speakers was added. Corman strived to keep things simple.

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june2017 | RPM Magazine

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

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

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www.rpm-mag.com | june 2017

SEEK AND FIND

SIMPLY SUSPENDED For rear suspension, the ‘70 sports Calvert Racing Caltracs with split mono leafs with a 1.5 inch drop and Lakewood 50/50 shocks. Up front, Hotchkis 2-inch lowering springs and Lakewood 90/10 drag shocks handle the bumps.

been CNC ported. Its healthy beat resonates through a pair of Stainless Works 1 7/8-inch headers with 3-inch collectors and a Magnaflow exhaust with X-pipe. The bowtie runs on corn and

utilizes a GM E85 flex fuel sensor, dual Walbro 450 pumps, 60-pound injectors, and Holley fuel rails. Corman has produced a lot of unforgettable memories with his

june2017 | RPM Magazine

Camaro but one in particular stands out in his mind. “One of my favorite memories is the day we hooked my new shift light up. On our way up to hang out with some friends, I

decided to try it out. It was Labor Day weekend, and I hadn’t removed the blower yet, so the car was still quite an animal. Friends were behind me as I took off from a stop light, so I started

rolling through some gears, not knowing that two local sheriff deputies were sitting in the median. I went by them sideways, laying down black marks as far as the eye could see. I

knew I was had, so I just went ahead and pulled over and waited on them.” Shannon came clean since he had been caught red-handed anyhow. “They ended

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www.rpm-mag.com | june 2017

SEEK AND FIND

MEET THE TEAM From left to right: Shannon Corman, and James and Angel Short of ShorTuning.

SMOKE ’EM Heating up the Mickey radials for the next run.

up being really nice guys about the situation. I was honest and up front with them about what I had been doing. I chose the wrong place and the wrong time to try it out. They asked to check out the car and look under the hood. I couldn’t

get it popped fast enough if that was going to keep me from getting a ticket! They let me go with a warning, thank goodness!” This cool black ’70 RS was built for street duty however Shannon can’t help but run the car at the strip

every now and then. With just a bit of boost, the Camaro was a solid 10-second quarter-mile drive-anywhere real street car, and rumor has it that the RS may very well be seeing forced induction once again very soon.

One man’s search for his dream Gen2 Camaro for an LS swap ended with the find of a lifetime, but don’t expect him to stop there, hooked on horsepower from an early age, Shannon Corman knows that the journey is never really over.

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june2017 | RPM Magazine

www.rpm-mag.com | may2017

story by

Toby B rooks photos by

Patrick M c K ay

FLIGHT PLAN

ALL IN THE DETAILS

The towering blown big block might scream “oldschool muscle,” but McPherson’s Nova is full of nods to a well-preserved classic, too. Laser-straight GM steel, original glass, and copious amounts of pristine factory-original trim and emblems combine to make for a well-executed pro street cruiser.

june 2017 | RPM Magazine

erry McPherson spends his days surrounded by cutting-edge technology and high-tech materials while working as a System Specialist at Boeing Corp outside of Seattle, Washington. However, one look at his clean, classic pro street Chevy II is enough to tell you that he has a soft spot in his heart for the things of the past—especially when it comes to street machines. “I’ve been building cars since I was 15 years old,” the Pro Street of Washington car club President recalled. “I built the first car on my own, a 1965 Nova, and in my later 20s I started showing it at ISCA shows,” he added. While the indoor show circuit was fun, it was the fairgrounds scene of the 1980s that really flipped the switch for the Washington native. “I drove it to Sacramento to the Street Machine Nationals West three years in a row and I was totally hooked,” he said. It didn’t end with the ’65, though, as he’s built a number of show, drag, and street/strip creations in the years since, along with the help of his brothers and dad.

However, his most recent ride is the result of taking all his favorite things—namely a 1966 Chevy Nova, a blown big block, the pro street stance, and hot rod black paint— and combining them together into his own personal ultimate street machine creation. As with many projects, it all started with vision to take a neglected shell and craft it into reality.

PRO BEGINNINGS

“I acquired the car in 2012. I heard about it from my friend Jason Morey who said he had a friend with a Nova body that needed restoration but was fairly clean,” McPherson recalled. A drive over to Oregon to visit with the car’s owner at the time was all it took for McPherson to see the perfect starting point for his pro street dreams. The Chevy was relatively solid and most of the parts and pieces were there. It had already been treated to a mild steel back half and tub job, but it was far from complete. With no engine and trans, it was certainly not prepared to blast down the track anytime soon. And

www.rpm-mag.com | june2017

IT’LL HUFF. IT’LL PUFF... ...it’ll blow your house down! The polished Weiand 8/71 supercharger has been underdriven to push around 7-8 pounds of boost through the big block, originally a 454 ci that has been punched out to a roomier 468. With a forged crank, Eagle H-beam rods, and Ross 9:1 blower slugs, the rotating assembly is up to the task.

june 2017 | RPM Magazine

FLIGHT PLAN

with plenty of patina and primer all over the classic GM steel, it was no beauty queen, either. Not yet, anyway. McPherson made a deal and was soon hauling it home, ready to get started on turning the rusty, neglected hulk into a potent and stunning street/strip bruiser. The first order of business was the powertrain, and anyone who grew up in the pro street era knows there are few things than can compare to the sight, sound, and feel of a blown

big block on the street. With the help of Dave Midland, McPherson pieced together a 468 rat motor stuffed with a forged steel GM crank, Eagle H-beam rods, and Ross 9:1 compression pistons. Cast iron GM heads are held in place thanks to ARP studs, and a full roller COMP Cams valvetrain conducts the violent symphony of big block intake and exhaust. An 8/71 Weiand blower has been perched atop a port-matched and polished

www.rpm-mag.com | june2017

FLIGHT PLAN blower manifold while a pair of boost-referenced Holley 850 carbs pour on the fuel. A polished BDS Hilborn-style scoop adds classic flair while also keeping the Washington state insect life forms and other debris safely filtered out of the intake charge. A complete MSD ignition system consisting of a 6A box, Pro Billet distributor, plug wires, and 140-amp alternator handle all the electrical chores while a pair of Hooker coated big tube headers route the burnt fumes back through a 3-inch exhaust with Flowmaster mufflers. A Weiand aluminum shorty water pump works with a Be Cool 4-row aluminum radiator

to help keep the temps under control, and the entire engine bay has been cleanly detailed and tricked out down to every nut, bolt, and washer. Backing the 850-horsepower mill is an A-1 Transmissions GM TH-350 equipped with a manual reverse valve body. A Coan 3,200 RPM stall converter has been partnered with an SFI-approved flexplate to ensure the car launches hard and safely. Chassis and suspension were mostly done when McPherson took delivery, but he still went through everything and equipped the remainder of the driveline with lots of beefy parts and pieces. The mild steel back half was installed by

june 2017 | RPM Magazine

CLASSY CHASSIS Out back, the Nova has been fitted with a narrowed Ford 9-inch housing that has been fully equipped with Strange Engineering goodies, including 35-spline axles, a beefy center section, and 4.11 gears. Custom-built ladder bars keep it where it needs to be while QA1 shocks smooth the bumps. The Weld wheels and MT Sportsmans fill the rear wheel openings perfectly.

HOMEBUILT WONDER Althought the Nova already had some chassis work completed and the sheetmetal was in decent shape, McPherson completed the vast majority of the build at home in his own garage. He credits his dad and brothers for help along the way. Tom Slat Fabrications and makes way for a narrowed Ford 9-inch rear. The differential has been stuffed with Strange 35-spline axles, a Strange center section, and Strange 4.11 gears along with a pair of GM 11-inch disc brakes. The rearend rides on a pair of double-adjustable shocks and tracks in place thanks to custom ladder bars. Moving up front, the problematic factory

’66-’67 Nova subframe has been trashed to make way for a Heidts front clip that improves handling while also getting the ride height down to a respectable level. Another pair of double adjustable shocks control the bumps, while a pair of Heidts disc brakes plumbed with owner-hand formed stainless steel lines help slow the roll. Rolling stock for the Nova is also classic

MODERN UNDERPINNINGS Anyone who has worked on a stock ’66-’67 Nova knows that the factory front suspension is not only woefully inadequate for modern handling, the need for a modified oil pan and other various pains in the backside make it a prime candidate for a new, modern front suspension swap. McPherson chose a Heidts setup that incorporates Mustang II-based control arms and a tight rack and pinion steering system, not only getting the Nova’s ride height down, but also improving handling and making room for the big block between the framerails.

www.rpm-mag.com | june2017

june 2017 | RPM Magazine

SMOK-EM McPherson isn’t afraid to prove that the Nova’s vanity plate isn’t just for show as he heats the Mickeys.

FLIGHT PLAN

KERRY MCPHERSON’S 1966 CHEVY NOVA PRO STREET Chassis Type & Mods: 2x3-inch square mild steel backhalf with custom ladder bars. Heidts front subframe. Mild steel 12-point cage with swingout side bars. Fabrication by Tom Slat Fabrication. Suspension & Brakes: FRONT: QA1 2-way double-adjustable shocks. Heidts disc brakes. REAR: Custom ladder bar setup with QA1 2-way double-adjustable shocks. GM 11-inch disc brakes. Body & Paint: All factory steel and glass with full factory grille and trim. Hotrod black paint sprayed by Kevin Schroeder after prep by owner. Hand-applied custom pinstriping. Engine: Fully balanced & blueprinted 468 ci BBC built by owner and Dave Midland. Cast iron GM block bored .060 over with forged GM crank, Eagle H-beam connecting rods, and Ross 9:1 blower pistons. COMP Cams roller cam (830 lift/274 duration intake, 830 lift/274 duration exhaust) with COMP roller lifters, COMP 7/16-inch chromoly pushrods, and COMP roller lifters. Cast iron cylinder heads with ARP studs and Weiand polished aluminum blower intake manifold. Moroso 8-quart oil pan, Weiand aluminum water pump, and Be Cool 4-row aluminum radiator. Power Adder & Fuel Delivery: Polished Weiand 8-71 supercharger with dual blower referenced Holley 850 CFM carbs. Polished BDS Hilbornstyle scoop. Holley mechanical fuel pump. Electronics & Ignition: MSD 6A box with MSD Pro Billet distributor, MSD plug wires, and MSD 140-amp alternator. Transmission & Converter: GM Turbo 350 with manual reverse valve body by A-1 Transmissions. Coan 3,200 RPM stall converter and SFI-rated flexplate. Differential: Narrowed Ford 9-inch rearend with Strange 35-spline axles and 4.11 gears. Tires & Wheels: FRONT: 15x3.5 Weld Racing Draglite wheels with 26x15inch Mickey Thompson Front Runner tires. REAR: 15x14 Weld Racing Draglite wheels with 29x18.5-15 Mickey Thompson Sportsman tires. Special Thanks: Dad and brothers Pop, David, and Eddie.

pro street fare with Weld Draglites shod with Mickey Thompson big-n-little tires. Up front, a pair of 15x3.5 wheels have been fitted with 26x6.5-15 Sportsman Front Runners. However, the real meat lives out back where a pair of 15x14s have been equipped with 29x18.5-15 MT Sportsman tires. Paint and body on the Nova are arguably

as simple and clean as it comes—but devastatingly effective. The factory GM shell was carefully prepped by McPherson without a lot of fussy mods. In fact, the only deviation from the factory shape is a cut hood to make way for the big huffer. “The ’66 is my favorite car. There’s nothing better in my eyes,” he said. With that in mind, McPherson kept the Nova

as true to its roots as possible, even down to the factory grille and all trim. Once all the dents, dings, and Pacific Northwest oxidation were dealt with, Kevin Schroeder laid down the timeless Hot Rod Black hue accented by custom pinstriping. Inside, the car demands a double-take. After all, when you approach a pro street ride and

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www.rpm-mag.com | june2017

FLIGHT PLAN

are assaulted with the fat meats out back, a blown Rat motor in the engine bay, and silky smooth matte black paint, you don’t expect to see a largely untouched 60-year old interior inside. But it only looks that way. “I kept it all as original as possible, including the bench seat,” McPherson said. However, if you look closely, you can see that the factory medium turquoise confines have been updated for added style, safety, and function. First, the 12-point cage blends so nicely that you almost don’t notice it. Swing out sidebars add some comfort for the car’s primary duties on the street. A mixture of factory and reproduction parts cover the majority of the interior,

FACTORY FRESH In a pro street world of me-too tin interiors with fabricated seats and digital dashes, the largely factory medium turquoise interior is not only unexpected but off-the-charts cool. The well-executed black cage blends right in, and the blue bench seat and factory steering wheel give a true sense of nostalgia for the car’s classic roots, while the Hurst shifter and AutoMeter gauges lend the function needed for an 800+ horsepower street bruiser.

june 2017 | RPM Magazine

www.rpm-mag.com | june2017

june 2017 | RPM Magazine

FLIGHT PLAN

where the factory dash is complemented by a well-preserved factory steering wheel and USA1 reproduction door panels and seat covers. While the factory rear seat was scrapped to make way for the big rear tubs, A Hurst Quarter Stick and a gaggle of AutoMeter gauges were added for improved form and function.

So what if McPherson’s ride doesn’t incorporate all the technology of a Boeing jumbo jet. After all, he has to deal with that stuff day in and day out as a part of his day job. So when the summer weekends hit, he isn’t interested in piloting modern aircraft… but rather flying in his classic iron!

www.rpm-mag.com | june2017

Page 68

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

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Transmission Converter Clutch & Rear Differential

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Tires & Wheels

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RPM PROJECT CAR

2 3 1-3: Yikes! This is what we started with and what CT Auto Collision turned it into.

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>> It’s amazing

what a coat of paint can do!

e’ve all heard the saying, “it’s amazing what a coat of paint can do.” Well, we’ve been in the car game a long time and no matter how many times we are involved in a build, one of the biggest turning points is body and paint, and our Homegrown COPO is no different.

It’s tough to say whether you have actually past the halfway point or completed the “hard part” of the build once your paint has been applied, or whether it’s just a psychological game that your mind plays with you making you simply think the hard stuff is behind you. No matter what, though, adding that coat of paint to your project

provides a huge feeling accomplishment, regardless how much more knuckle busting and spending there is left to do. Some people choose to paint early in a project, while

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june 2017 | RPM Magazine

others will wait to the bitter end to apply their top coat. We chose to go early, just shy of the halfway point on the COPO tribute, with the full understanding that we will be into some touch up work

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4 & 5: “Willy The Stitch,” AKA Will Clugston of Tom’s Upholstery works his magic on fitting our dash after the cage install. We felt that it was best to do this now, before paint to avoid a lot of unnecessary cussing when we scratch something we can’t get to later on down the road.

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RPM PROJECT CAR 6

6: Once we got the dash properly fitted the structure was removed for paint.

7: To save time and money we primed the cage ourselves, before the car went back to CT.

june 2017 | RPM Magazine

when complete. We felt that, among other things, by doing the entire car while having the engine bay, underbody and cage done, we were giving the folks at CT Auto Collision a more “clean slate” to work with and less clutter to have to deal with to work their magic.

RECAP

If you recall, way back in November 2016 (our first standalone installment of the Home Grown COPO), CT took our multi-colored wrecking yard-find body shell to their shop to install the panels we had been collecting, complete the body work, and get the car into a coat of protective epoxy primer. They also cleaned up the floors, underbody and engine bay so we could install the roll cage and chassis support structure as per our COPO Build Book and all the brain-picking of everyone else possible. Seeing the car take shape and all one color was a huge boost to the moti-

vation of the HGC project manager (Jay Misener of Misener Motorsports). From there, we introduced you to Kelly Cooper, exrock star and more currently of Fat Dog Fabrication fame. Kelly took our S&W Roll Cage Kit and MPR Race Cars rear diff and suspension components and turned them into gearhead art as he installed them into our CT-prepped shell. Now it’s time to take a look at how our home-built COPO Camaro tribute project is coming along once again, and, as you may have guessed, the car has been painted and we can safely say that the results are nothing

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RPM PROJECT CAR short of outstanding! Once again, Dave and Stacey Cromwell of CT overdelivered. When Stacey said to us, “wait until you see the black we’re going to paint the Camaro,” we were excited, but we’re not body and paint guys, so we smiled and thought, ok, how black can black be? …I mean, it’s black, right? Wrong! On our end, before getting the car back to CT, we removed the rear suspension finished prepping underneath, inside, and under the hood of the car. We also fitted the dash—well actually, we brought in “Willy The Stitch” from Tom’s Upholstery to do that. There are some things just best left to the pros. We did the dash now so we wouldn’t have to mess with exact fit later, after paint, risking a lot of scratches in tough to get at places. Knowing that this project is based on a production body car and cannot be simply Quik Latched apart to give access to all areas, our goal was to have as much

of the car painted as humanly possible now, as many areas will not be as accessible later. Plus, as we said, we can do any touch up work easily once the project is complete. We will be covering the car with protective sheeting while we’re working on it, but let’s face it, with the amount of work to be done, we’re human and accidents will happen. The car was now ready to head back to CT and their first order of business was to remove every single body panel possible. The unassembled car was rechecked for readiness and any areas that needed extra attention were given it, while the panels removed were straightened and block sanded, as well. The shell was sealed and painted as were the panels using Matrix Urethane base and urethane clear. Once dry, everything was very carefully reassembled with fitment and alignment in mind. Since we’re talking about fit and finish, we need to point out that when a body/paint pro says something nice about

june 2017 | RPM Magazine

11 8

8, 9, 10, & 11: Stacey painted the cage, interior, engine bay and underbody of the car with more of a satin finish to mimic an OEM look.

12 & 13: Stacey Cromwell hard at work making our Homegrown COPO straight as an arrow. It doesn’t hurt that the Cromwell family has a deep seated love of Camaros, and that Stacey himself has a thing for black cars!

14: The picture tells the story!

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www.rpm-mag.com | june 2017

RPM PROJECT CAR fiberglass parts, you’d best look up for flying pork! But no kidding, Stacy told us that our VFN Sunoco cowl hood is one of the best fiberglass hoods he has seen. Apart from the excellent fit and finish, he told us that with most glass hoods the paint will sink the first time he paints it, so he will have to do it again, but this one was good the first time through.

THE FINISHED PRODUCT

Black is black, right? We told you earlier on that Stacey Cromwell of CT Auto Collision warned us that he was treating our project Camaro with some super-secret paint process that would cause mind blowing results to our black paint. Well, we wouldn’t have believed it if we hadn’t of seen it with our own eyes. There was a black car sitting close to our Camaro when it emerged from the paint booth and yes, Stacey’s black paint work made that

“black” car look gray! “I use the Matrix clear because of its high gloss and durable finish, and since the base coat is not water I can tint the clear to intensify the black,” said Cromwell.

LET’S GET ROLLING

So what’s next? We’ll be taking the freshly-painted Homegrown COPO to a secluded workspace where the rearend and rear suspension can be reinstalled with a new set of trick AFCO shocks. We’ll also install the front suspension to make the car a roller. From there, we’ll let you in on the plans for the first engine combination to be installed (as we plan use the car as a test bed for both naturally-apirated and power adder combinations). We’ll check in on the install of that engine along with the transmission and interior and a number of other goodies we’re sourcing for the project.

16 15 15: Stacey chose to paint the parts off the car to get an equal finish in all areas. We never approached CT for a show car job, but they took a liking to the project and good things happen when everyone is on the same page in a build like this.

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june 2017 | RPM Magazine

16: Stacey told us that our VFN Sunoco hood is definitely a high quality piece. Not only did it fit extremely well, it accepted the paint without sinking the first time through. 17: Once they moved it out of the booth we were invited over for the unwrapping and we just couldn’t help but install some lights to make a contrast. 18: WOW! we are believers! Black is NOT black! Our slick Camaro made a nearby late model black European car sitting in the shop look gray.

SOURCES CT Auto Collision www.ctautocollision.ca 519.753.3172

NAPA Brantford Rick McKim & Randy Vandekerckhove 519.752.5421

www.rpm-mag.com | june 2017

RPM PROJECT CAR 1

EFI FOR story and photo by

Chuck Scott >>A dashingly handsome dash

PART F OUR

NITROUS JUNKIES

o far in our series featuring the Dominator EFI system, we have covered the conversion of an Edelbrock 2828 manifold by

Wilson Manifolds for EFI direct port use, installing the necessary sensors, throttle body, and building a cam sync. Then we moved on to the installation of the harnesses and

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june 2017 | RPM Magazine

showed how to pin out the connectors. We mounted the Dominator ECU and wired up all our accessories. Now we’ll move on to the extremely trick Holley EFI 7-inch touchscreen

dash. This thing is absolutely amazing with nearly limitless customization. You can make it look however you want and display whatever you need to see. The days of

1 & 2: When you open the box you will find the 7-inch Touchscreen Dash, a template for custom mounting, the harness, a CAN bus adapter for older ECUs, a stylus, a microfiber cleaning cloth with the Holley logo, a small screwdriver, and mounting screws. Wiring the dash is simply ground, 12V positive, and an ignition switched 12V lead. From there, it is just a matter of plugging in the CAN bus cable to the output on the ECUâ&#x20AC;&#x2122;s main harness.

3 & 4: The included template makes lining up mounting holes or flush mounting a breeze. Here, I laid out the template to surface mount the display on our blank VFN Fiberglass dash. It fit the factory gauge location with just a notch cut out where the steering column cover bump is. I used a generic USB pass-through to give access to the unit from the front of the dash.

mounting oodles of analog gauges and still not being able to monitor everything is a thing of the past. With this beauty mounted in our dash, it truly looks like the car might start talking to us in a snarky British accent. The Holley EFI Dash is super easy to use and customize with the self-explanatory menu. You can display anything your Holley EFI monitors or controls and you can even use it to tune the

8 & 9: Ok, what do you do as an encore after raising a Roush Mustang 15 feet in the air in 2015? Simple, go big or go home! Once again, PowerFest sponsor Kenâ&#x20AC;&#x2122;s Towing flexed their towing and recovery prowess as they raised this massive cement mixer truck to the delight of all. -Brian Milne photos

www.rpm-mag.com | june 2017

RPM PROJECT CAR ECU with the latest free Holley software update. You may ask why would I want to fiddle with a little 7-inch screen to tune my car when I can just hook up my laptop? True, it may be preferred to make major changes with a laptop, but if you are in the staging lanes and you witness other cars having trouble, it’s nice to be able to make a quick change without hooking up a laptop. You can also access and review your data logs directly from the dash, which can help immediately after a pass. Got a Holley HP EFI system and ran out of inputs and outputs? The 7-inch dash lets you add an optional harness that provides another 10 inputs/outputs! Holley offers the model we are using (part#553-106) for $799.95 MSRP that

5: With the simple task of mounting complete, the VFN dash is snapped back into the car with the Quik-Latch fasteners. It looked great, but there was a challenge. I had mounted the chromoly steering column low to my taste so now the steering wheel blocks the Holley display with it mounted in the factory location. That wasn’t going to work, so we pulled it back out and got to cuttin’. 6 & 7: A jigsaw is used to cut the VFN dash so that the Holley Touchscreen can be mounted lower, to the steering column and not come off with the dash. After the dash is trimmed out, I patched the upper mounting holes from the prior installation and restored the texture. A light coat of semi-gloss and it’s good as new.

june 2017 | RPM Magazine

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

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

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

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www.rpm-mag.com | june 2017

requires a Holley EFI ECU. The 7-inch touchscreen dash is also available as a stand-alone unit (part#553109) for $999.95 MSRP, and can be used even if you donâ&#x20AC;&#x2122;t have EFI. The standalone model comes with a USB GPS for speedometer, a USB memory stick, a terminated harness, an oil pressure sensor, a coolant temp sensor and a manifold air

june 2017 | RPM Magazine

8 & 9: We had to make a mount to accommodate the column and screen. We cut a piece of aluminum plate slightly smaller than the touchscreen and welded an aluminum 1/4-inch nut to the back of the plate with the AHP Alpha TIG 200X so it could be bolted to an adjustable mount. We used some spray can bedliner to give it a texture and bolted it to the backside of the Holley Touchscreen.

RPM PROJECT CAR 10 & 11: We found a pair of these 1.25-inch diameter tube mount brackets on eBay listed as mounting brackets for LED light bars. They are intended to allow light bars to mount to tubular brush guards on trucks and Jeeps and area available for several different tube diameters. The slotted mounting tab allows the touchscreen to be adjusted to the perfect position. A slight modification was required by grinding the tab where it mounts to the clamp in order to get the Holley Touchscreen angled upwards more to the driverâ&#x20AC;&#x2122;s sight line.

13: We simply ran the two female USB cables from the dash and the male USB cable from the ECU to the side of the center console and secured them with a clamp screwed to the console. A hook and loop wire tie is used to keep them coiled up and out of the floor until they are needed.

12: Now with the Holley 7-inch Touchscreen mounted directly to the steering column, the VFN Fiberglas dash can be removed without unplugging the touchscreen every time. The car could actually be driven 100% functional with the dash out of the car.

www.rpm-mag.com | june 2017

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14 & 15: As soon as we hooked up the power, ground, ignition switched wire, and plugged in the CAN bus cable, we pulled the ignition switch on the steering wheel and the Holley dash came to life. The VFN Fiberglass dash is popped back in place and we are ready to fire this thing up and start customizing.

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june 2017 | RPM Magazine

RPM PROJECT CAR 16

17: The Holley dash comes with 10 premade screens that can be changed or customized to your needs. This is our race screen. We used one of the provided screens and just added some extra gauges and changed each one’s color for quick glance recognition. When the car is running, the engine RPM is displayed in large font across the entire void where it says “Stall.”

16: Now the display from the Holley EFI 7-inch touchscreen can be seen looking right through the steering wheel. You may be wondering what all the switches are for on the steering wheel. We wanted the dash to be removable with nothing attached, including switches. The Holley touchscreen gives us the option to add virtual switches but there are some items that require physical switches, and ones that are easy to get to. The large green pull-on/push off switch is the ignition switch. In an emergency situation, you wouldn’t have to look or reach for it. It will kill the motor instantly with a quick slap at the center of the steering wheel. The transbrake button is the silver one on the far right and the round rocker switch beside it is also for the transbrake. This allows the driver to lock the transbrake on for backing up. If you have ever had to hold down a transbrake button and spin the steering wheel back and forth with both hands while backing up, you will appreciate that switch. The red momentary switch on the far left side is to start the data logging function in the Holley Dominator ECU, and the red one on the very bottom is top secret.

www.rpm-mag.com | june 2017

RPM PROJECT CAR 18

19 18: We customized this screen to be our diagnostic and tuning screen so we crammed a number of digital gauges on it to show almost everything we have a sensor for. It looks cluttered but it wouldn’t be raced with this screen up.

22 20

20-23: It is super easy to add gauges to any screen. You just go to the menu screen and touch “customize.” Then you go to the screen you want to modify and touch an empty area to add a gauge, label or switch. Touch an existing gauge to change it to something else, delete it or customize the size, style or color. You can also move them around the screen to wherever you wish. When you choose add gauge, you can select from any sensor or input in the system.

june 2017 | RPM Magazine

19: There are eight more preconfigured screen layout designs that you can scroll through and change any way you like.

temp sensor. You can also add additional sensors such as nitrous pressure, fuel pressure or transmission temperature. We have posted a video on the RPM Magazine Facebook page demonstrating how to add gauges and customize the screen layouts. While you’re there, be sure to like our page so you will be notified when we add new stuff. Check back with us next month when we dive into some of the Holley V4 software and try the new Dominator EFI setup out at the track in Project 4 Lug Thug.

SOURCE Holley Performance www.holley.com 866.464.6553 JE_BBC_RPM_2015_Layout 1 8/11/15 2:29 PM Page 1

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www.rpm-mag.com | june 2017

RPM EXCLUSIVES

DON’T KNOCK IT... ’TIL YOU TRY IT

>> A young drag racer brings an old idea back to life: a class for plate nitrous-equipped cars only by

Danny Brock

few months back our Editor’s Rant discussed new ideas and how it can be difficult to accept something new— let alone get involved in it—and this certainly applies to the sport of drag racing.

Just like today, during the mid-2000s, RPM MAG created or backed a number of “street car” events and classes in both the United States and Canada. In 2005, at No Problem Raceway in Louisiana, the first RPM-backed World Street Race (WSR)

june 2017 | RPM Magazine

took place that included cars from three countries and it was a resounding success. A second running a few years later was unfortunately completely and catastrophically rained out, which all but eliminated the possibility of a future WSR.

Even before the WSR, though, the crew at RPM helped create a class called Plate Nitrous Street (PNS) that was run at two street car events in Ontario, Canada. The class, back then, was built out of necessity for entry-level heads-up drag racing (if

there is such an animal) for real street legal cars. Vehicles in the class were required to make an actual street cruise, run three back-to-back qualifiers, then run heads-up with only a plate nitrous system allowed as a power adder. Of course there were var-

GREEN AND BEAR IT

Ken Green raced twice in the Plate Nitrous class back in early 2000, then went on to try more heads -up and Index classes for years to come. But heads-up is where his heart is.

HURRY UP AND FIX THE FOX

Ken makes a roadside repair knowing the class cruise is mandatory with a closely monitored time frame.

ious other rules, but you get the gist of it. Even with the bulk of cars running direct port nitrous configurations or centrifugal superchargers and, of course, the amazing headway being made with turbocharging in various heads-up classes at the time, support for a class specifically designed for the more budget-minded program was solid. Those who came out were either fast street legal cars displaced by the evolution other classes, or index or bracket racers who could make minor mods and come out to have fun in something new. With changes happening in headsup classes across the

board, we began to see more and more of them run their natural course and eventually fade away. The Outlaw-style heads-up classes quickly began to take hold, unfortunately though, they promised even higher costs for those who wanted to participate, which in the end mothballed a number of very worthy street cars. Despite pressure from racers to keep it alive, eventually too, the Plate Nitrous Street class ended with the demise of the events it was tied in with. That is, until now. And it was a young racer from Ontario, Canada who participated back

then that is leading the charge with a new version of Plate Nitrous….meet Ken Green. We had the opportunity to talk with Ken as he was putting things together to debut the revived class at this summer’s SMACKDOWN 1, (an RPM-sponsored event) July 28th weekend at St. Thomas Raceway Park in Sparta, Ontario. RPM: Ken, we know you have raced both, what do you like about pure heads-up racing over index racing? KEN: Index racing can be very challenging. It’s a great way for a racer of any budget to get into this sport.

www.rpm-mag.com | june 2017

RPM EXCLUSIVES

The thrill and rush of heads-up racing is what gets me going, though. Two cars lined up, and both going to give everything they have and more. RPM: When did you get your first taste of heads-up drag racing?

KEN: It was back in the early 2000s in the Plate Nitrous Street class. Despite not doing great in the class, I have never had so much fun in drag racing. It was just amazing to be part of something new and different made for guys like me. I went into it with a completely open mind and came out of it blown away with the fun and excitement of heads-up drags.

june 2017 | RPM Magazine

RPM: What do you dislike about the way heads-up racing has gone over the past number of years? KEN: Heads-up racing is a tough gig. With the natural progression and racers striving for that record ET in the class it can diminish and fade away pretty quickly. Also, the amount of money it takes to run headsup classes can make it out of reach. Most are out of reach for me. RPM: Why start something for nitrous cars only, especially plate systems? KEN: In the quest for making a somewhat budget-friendly class

in what seems to be a boosted world lately, the nitrous crowd is seemingly getting left behind. Nitrous is a great cost-effective power adder—actually it’s hands down the most cost-effective power adder—especially a plate nitrous kit. Most people can simply bolt on a plate kit and make some awesome power gains. RPM: Do you have a plate car? KEN: Well that’s the funny part of all this: no I don’t anymore. I just wanted to get off the web and into the action and give other racers the opportunity to experience what I did back then. I think once they do, they will be hooked

JUST ADD JUICE

The Mustang of the late Bob Preston was a 9.90 Index car that, with a plate nitrous kit added, took the win in 2003 in Grand Bend.

BOWTIES OPTIONAL

It wasn’t just Fox body Stangs in the lineup. This cool ’69 Camaro heats the hides in Plate Nitrous Street.

just as I was, and still am. I stand to gain only the satisfaction of trying to ensure a future for some racers that want to be part of it. RPM: What is your vision for the Plate Nitrous class? Where do you see it going in the future? KEN: If we can get enough cars to come out for the first event, the class will definitely be an annual thing. After we get this first event under our belt I am hoping it will grow into something racers look forward to every year. You never know—with the racer

and sponsor support we have gained, it may progress into something that we are able to run more often, with other events. RPM: What did you need to do differently from the class 15 years ago? KEN: I needed to consider the current race environment—the way it has evolved or failed from back then. I had to work with what’s hot today in street car-style drags but also will stay hot for years to come. The class has a lot in common with its predecessor except that in the new Plate Nitrous class racers

have a far better shot at taking the win. We worked with factors that would without a doubt level the playing field. No Time and no set ladder were the first things. We eliminated posted elapsed times and eliminated a standard ladder. Now, ET-wise, nobody else knows what the other car is capable of running. And from a ladder standpoint, it will be a hat draw. You could be matched up against the fastest or slowest car, but you will never know which, so each race should be your best race. What a way to level things out. We also tweaked weights, suspension and tires. In theory, if everyone plays by the rules, nobody should run away with the win at every race. We’d like to see people build or modify their car for a class they know is committed to them.

RPM: What sort of challenges have you had so far in developing the class, and gaining support for it? KEN: It’s tough, as something new is always challenged. We encourage discussion but worked closely with so many racers and rule makers on this class, many with different opinions, that we think we a have a solid thing to offer. I know many readers won’t understand this, but drag racing in Canada, especially heads-up drag racing, in Canada is ten times tougher to get support for. Plus, with plate nitrous systems, there are a number of things that have not been done in Canada before. I thought that coming up with a set of rules to fit a good majority of cars would be the biggest challenge. Making them fairly open to allow a good car count

THAT’S NO NOVA, YANKEE

Who’s this guy? How about Scott Forbes in his Canadian only Acadian. Forbes, now the owner of Hitman Hotrods, was hooked on heads-up action after this day in 2003 and has actually registered for the 2017 edition of Plate Nitrous…with the same car—and with a few new mods we hear. But more on that later.

www.rpm-mag.com | june 2017

RPM EXCLUSIVES SMOKEY (TIRES) AND THE BANDIT

Will Keizer wheeled one of his many Trans Ams in Plate Nitrous as well. Keizer was also part of the Canadian team in Louisiana for the World Street Race in 2005.

but not too open to make it out of reach for the average person with a plate kit to come out and have fun. That being said, the biggest challenge by far to date is getting potential racers to understand a new concept, yet it’s an old concept… just come out, give it a

try and have fun. It’s not worth debating every single minor detail to fit our individual cars. Most everyone will have to make changes of some kind to try something new, just come out and participate. If you can believe it, we’ve even seen people with no intention of ever running

june 2017 | RPM Magazine

the class chime-in on how to change the rules. RPM: What sort of incentive are you offering to get people off the keyboard and into the lanes? KEN: We’re doing some pretty cool stuff to encour-

age participation. The first is getting good solid sponsorship for the class from companies that have an interest in its success. I have to thank Trish at RPM MAG for helping with that. So the class is now officially called NITROUS SUPPLY PLATE NITROUS presented by

LENTECH AUTOMATICS & INDUCTION SOLUTIONS. We’re paying decent payouts and paying back some rounds, and offering a lower entry fee to pre-register for the class. Which brings me to the biggest incentive.

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www.rpm-mag.com | june 2017

RPM EXCLUSIVES

CRUISIN’ DOWN THE HIGHWAY...

A timed 20-plus mile drive was part of the original Plate Nitrous classes but was kept out of the new version simply to allow more cars to take part in the action.

THAT’S NO ACADIAN, CANUCK

This one’s an actual Chevy II. Because the rules worked to even the playing field back then through weights, tires, suspension, etc., cars of all shapes and sizes came out to race. Ken Green’s new version of Plate Nitrous should allow even greater diversity. The biggest challenge is getting people out to participate.

TRACK TIME

The overall goal of the new Plate Nitrous class is to encourage enthusiasts of all types, budgets, makes, and models to get out and have some fun!

Induction Solutions has stepped up and offered a fully flowed Saturday Night Special plate nitrous kit to be drawn among pre-registered cars. Imagine spending a few hundred bucks to race the whole weekend and having a good chance at taking home some winnings plus a new badass plate nitrous kit! RPM: If all goes well, what is your vision for the Plate Nitrous class - where do you see it going in the future? KEN: Twenty-plus cars coming out within a few years and all running close enough to each other that it’s anyone’s game to win. More so though, I’d like to see the class developing into a

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great group of likeminded racers and supporters who want the best for the future of the class. A class that we can easily insert into any event to add some wild, wheels-up nitrous drag race action to it. RPM: Finally Ken, how do you plan to stop the class from imploding like many other headsup classes have done? ie: someone goes really fast and others stop coming because they don’t have a shot at winning. KEN: For one, stop it from becoming a money game. Sticking as close as possible to the rule set is definitely important and will help with the racer’s budget as well.

Keeping a close eye on things, not making drastic changes, but also realizing where changes need to be made to reduce the possibility of one car or combo being able to dominate. I have the experience of many others who have been in the rule making game for decades to draw on, so we’re in good shape. Let’s just get out and race! You can visit the Nitrous Supply Plate Nitrous Class presented by LenTech Automatics and Induction Solutions on Facebook or at the SMACKDOWN 1 event website at: http://www.smackdownevents.com/ plate-nitrous-classrules. html.

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RPM COOL TOOLS 1

Route Too Cool >> Creating killer (and repeatable!) pieces and panels with a JessEm router table, Easy Fabrication templates, and router equipment from 12VTools by

Toby Brooks

e honest: when was the last time you used woodworking tools on your favorite ride? If you are like us, woodworking skills and tools are great to have for tasks around the house but have limited applicability outside of car audio installations for the average street machiner. Until now, that is. As we geared up to install a bangin’ 8-speaker, 1,500-watt Rockford Fosgate stereo system in Project

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aPocalypSe Horse, we decided that some tool updates in the shop would help us create some cool interior trim panels and tight-fitting speaker pods and enclosures. However, much to our surprise, the setup we selected also has incredible applications for the racer and fabricator in crafting perfect carbon fiber panels, too. Now, yours truly actually cut his teeth in the automotive aftermarket as a car audio installer in the early 1990s. An ex-girlfirend’s boy toy before me had a Foxbody Mustang

june 2017 | RPM Magazine

with six 15-inch subwoofers, so I naturally had to install eight in my ride. And while I fancied myself as a capable car audio fabricator, I quickly realized something that happens to all of us if we are out of an area for long these days: the game had passed me by. My 1990s-era skills were, by today’s standards, archaic. After watching a series of YouTube videos on car audio fabrication techniques, I realized that the RPM Hardcore Horsepower Garage needed a router table setup and fast.

The first step in setting yourself up with a router setup is a table. We opted for a JessEm router table package that included their Mast-R-Lift II precision router lift, Mast-R-Top phenolic work surface with extruded aluminum track, and a high quality black anodized precision ATLS Stand. We also ordered a Mast-RFence and a set of Tab-Locs to accomodate a wide range of bit sizes. JessEm Tools are proudly designed, built, and sold in Canada and the fit and finish of everything we received is absolutely incredible.

1: This setup from JessEm Tools, EASY Fabrication tools, and 12VTools gives us a hardworking and versatile system for cutting interior panels OR carbon fiber. The Mast-R-Lift II alone is a CNC-machined, anodized and laser engraved masterpiece that is almost too pretty to use. Almost. Then we realized just how awesome it is to be able to adjust bit depth in seconds with the supplied tool and change bits without

3 disassembling anything. We were excited to try it out. Assembly of the ALTS router stand was a snap using the supplied hardware, and the Mast-R-Top’s slick phenolic finish helps your workpiece easily glide across the work surface without snags

2 & 3: The JessEM ALTS Stand assembles easily using supplied hardware and tools. The phenolic top attaches to the base and provides a smooth work surface.

or stops. The Mast-RFence allows you to make laser-straight cuts or reliefs, and the clearly etched measurement markings ensure a consistent setup every time. We outfitted our lift with a big, beefy 2.5-hp Porter Cable router motor we

scored as a closeout on eBay. The Mast-R-Lift can accomodate a wide variety of commercially available routers and our unit bolted right in. Although you can get away with a cheap-

er option than the one we selected, routers are like engines: who really has ever regretted getting MORE power? We opted for the strongest router the budget would

4 & 5: The precision CNC machined Mast-R-Lift II securely mounts most any commercial router motor and allows precision depth adjustment with the crank of an Allen key.

allow, and we’re glad we did. It doesn’t show any signs of struggle or even labor when cutting any material we’ve tried thus far. Using the EASY Fab templates and some double-sided template tape, we laid

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RPM COOL TOOLS 6

6: Using the EASY Fab templates like these Radii allows you to create a perfect contour. EASY also makes Kurv, Multi-Corner, and Stik templates so that you can create any shape. 7 & 8: We started with a scrap of carbon fiber, then secured an EASY Radii curve to its face and trimmed it on the JessEm router table using a 12VTools flush trim router bit.

9: The finished piece is absolutely perfect with smooth curves and a flawless edge. After trying a number of other approaches, we think there is no better way to cut carbon panels.

10: In a future issue we will show you how we used the EASY Fab tools to create this cool 3-D shaped trim panel. The JessEm router table, EASY Fab tools, and 12VTools bits make tasks like this possible! out a complex shape on a scrap piece of carbon fiber. With a 12VTools 1/2-inch flush trim router bit loaded in, we carefully fed the piece in and trimmed its perimeter. The piece came out perfect with no raggedy

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edges and perfect corners. We also experimented using the EASY Fab Rock-R router shield, creating a cool contoured interior trim panel. The possibilities are endless. We will be showing more of this setup in

the near future. In all, we could not be more satisfied with our new router table system. Although we initially had concerns that cutting the carbon fiber would quickly

june 2017 | RPM Magazine

dull our carbide high speed steel bits, such has not been the case. Weâ&#x20AC;&#x2122;ve fabricated a dozen panels so far and the first bit we tried is still cutting as easily and cleanly as the first pass. Stay tuned for

further details on this system, as we have only scratched the surface on its capabilities for a number of unique fabrication chores around the shop!

SOURCES JessEm Tool Company 866.272.7492 www.jessem.com

Easy Fabrication Products www.wewanteasy.com sales@wewanteasy.com

12V Tools www.12vtools.com 704.981.1571

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RPM PROJECT CAR 1

1: Ohhhh, so close. We thought we were ready for chassis powder coat and paint last month, however, we discovered that the front suspension needed a total rework. Maybe next month?

PLAY THE HAND

PART 37

YOU’RE DEALT

>>With the clock ticking on the big debut at the Street Machine Nationals, we take a few steps back before taking a few forward

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story by

e told you last month that by this issue, we should have some pics of the car at Braddy’s Custom being prepped for paint. We thought the chassis

would be powder coated, and we thought we’d be well on our way to a debut at the Street Machine Nationals. And while none of that happened, the truth is, it really wasn’t our fault. As they say, stuff happens.

And has so often been the case with Project aPocalypSe Horse, when it happens it usually means wasted parts, lost time, and hair-pulling frustration. Welcome to the world of cutting edge pro street.

Toby Brooks

Things were sailing along nicely at Yates Performance Chassis in Grafton, Illinois as Steve Yates and his crew were wrapping up the many fab chores left on the car. That’s when he discovered the problem.

2: This is the view from the driver’s side wheelwell with all the suspension removed. Although the previous shop tried to get artistic with the install with gentle curving bars for the upper control arm mounts and the RideTech Shockwaves, something didn’t seem right.

3: Not only did all four control arms feel like they were binding with travel, the bellows of the Shockwave was too close to the upper control arm as seen in this older photo. RideTech suggests at least a finger width of clearance all the way around the bag, which our install didn’t have. 4 & 5: Steve first checked the alignment of the mounts for our S&W Race Cars upper and lower control arms to see if they were possibly the source of the binding. While they looked good, it was possible that they had been damaged during initial installation. Using a length of 1/2-inch diameter threaded rod, he passed it through the mounts on all four control arms. Everything looked good and the mounts were true...meaning the problem wasn’t in the arms but rather in their attachment points on the chassis. “I started putting the control arms back on, and noticed how badly they were binding. When I checked the mounts, I knew right away we were headed for trouble,” Yates said. Unfortunately, a previous shop had installed the Mustang II

front suspension, and not only were all four control arm mounts misaligned, the entire install had deep design flaws. Yates noticed the car had no anti-dive at all and no caster/camber adjustment, either. Making matters worse, the binding upper control

6 & 7: Meanwhile, on the chassis, things were not so promising. Both lower mounts were out of linear alignment by nearly 1/2-inch. Steve buzzed off the shock mount and discovered the upper mounts on both sides were just as bad. How this could have happened is beyond us, as fixtures are available to ensure proper alignment. Whether the problem was in the fitup or the welding isn’t clear, but the end result was obvious: start over.

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www.rpm-mag.com | june2017

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RPM PROJECT CAR 8

10 8: Yates then carefully cut away as much of the upper control arm mounts, shock mounts, and lower control arm tabs as possible without getting into the main framerails. The thin-wall chromoly could easily be weakened, thinned out, or even penetrated by overly aggressive grinding, so he slowly and cautiously worked each spot until it was a clean slate ready for a new and improved mount. arms spread nearly a 1/4-inch with travel. Undoubtedly, if not addressed, the car would be impossible to align, difficult to stop, not to mention potentially dangerous to drive. Reluctantly, knowing we were on a tight timeline to debut the car for Du

108

Quoin and the Street Machine Nationals, Yates shared the bad news. While it obviously wasn’t what we wanted to hear, we were relieved to know the problem had been discovered and could be corrected at this stage of the build. Steve got

june2017 | RPM Magazine

to work redesigning the new configuration to address all those issues while looking better, to boot. First, he painstakingly removed the six 1 1/2-inch chromoly tubes that had been welded for the previous mounts. It literally took hours

to carefully grind the faulty pieces away while leaving the four main frame rails untouched and therefore un-weakened. With everything removed, Yates proceeded to fabricate all new mounts, tying into the car’s new strut bars for added

stability. He managed to incorporate 5-degrees of anti-dive, ensuring the car won’t dangerously nose down when the Baer binders are engaged—something the previous install had completely failed to include. Elsewhere, he

9 & 10: With the mounts gone, Steve started welding in the lower control arm attachments first. Notice the long threaded rod used in pic #10, as well as the three diagonal bars and single vertical bar added to further strengthen the frame.

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RPM PROJECT CAR 11

added a total of over 20 other gussets and supports to further fortify the chassis, including a crossmember/oil pan protector formed on the Rogue Fab tubing bender. In the rear of the car, crew member Mike Christy used the Rogue Fab notcher to add some beef to the rear of the car, as the design as it was probably would have snapped the rear of the

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chassis off had the dual DJ Safety chutes been deployed. Elsewhere, Keith Oâ&#x20AC;&#x2122;Fallon and Kurt Pfitzner of Spanish Lake Auto Body finished up the one-off Harwood hood, applying two more layers of hand-laid fiberglass over the custom cut coremat on the undersurface. The finished product is stunning and adds a unique

june2017 | RPM Magazine

11: Yates then began fabricating all new mounts for all four control arms and the Ride Tech Shockwaves. Notice how the rear of the upper control arm on the right (arrow) is tipped downward. This is referred to as anti-dive and is necessary for proper control during braking. 12: With all the control arm mounts tacked in place, Steve fabbed in the mounts for the Shockwaves. He lowered the upper mount relative to the first install, as airing the suspension completely out would have crushed the car down onto its fiberglass ground effects and damaged the car.

14 14: With the mounts for the Shockwaves and all control arms in place, Yates added in some trick gussets to further strengthen things up. After checking with Ride Tech to be sure, he also flipped the Shockwaves to gain clearance around the upper arms. Comparing this photo to photo #3, you can see just how much better the fit is with this configuration.

Oilpan

15: Here you can see the crossmember and additional diagonal bracing Yates added to beef up the dual framerail design. Notice the subtle bends in the bar just ahead of the oil pan. Using our Rogue Fab bender, Steve aligned the center of the bar with the height of the front of the oil pan, providing impact resistance to protect the pan.

16: Elsewhere on the build, Yates and assistant Mike Christy fabricated a number of mounts for the plethora of small parts and pieces that needed to be bolted on. In the driverâ&#x20AC;&#x2122;s side area behind the rear wheel, an aluminum plate was bolted to a chromoly support to secure the on-board air compressor. Not only will this unit provide tank pressure for the Ride Tech suspension, but the Pro Meth pumpless meth injection system, too.

www.rpm-mag.com | june2017

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RPM PROJECT CAR 18

17 17: In the same area as the air compressor, the Pro Meth pumpless methanol tank was secured to the chassis via a pair of 3/8-inch chromoly bars. This location shows off the cool black anodized and laser etched aluminum tank while also allowing it to be easily filled. We will be showing you how to install a killer three-stage meth injection system in a future issue, but for now the tank is mounted and ready to rock.

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june2017 | RPM Magazine

20: With the added support bars in place, it was time to mount the Aeromotive fuel cell. Unfortunately, our previous shop’s subpar work struck again. They had cut the cell down slightly to provide clearance for the wheelie bar on the underside. As you can see from this image, the weld quality was so poor that there was no way the cell would hold fuel. We identified no less than 14 holes (each circled) in the areas they attempted to weld. Steve had to grind all the bird droppings out and start fresh. 21: We replaced the stock Aeromotive plastic cap with this trick anodized billet piece from Philadelphia Racing Products.

and sinister look to a frequently neglected area of most builds. The plan at this point is still to make the show, but this major setback has forced a change of plans. “It sucks to have to basically throw the timeline we had out the window and go back to do work that was completed two years ago all over again, but we just have to play the hand we’re dealt,” Yates said. Playing that hand means a far more complicated and rushed six weeks than we had originally suspected. As soon as Steve finishes the chassis work in the next few days, the car will be delivered to

18 & 19: The back section of the chassis was woefully lacking structural support. Mike Christy measured and cut several additional bars. After notching them on the Rogue Fab VersaNotcher, they were tacked in place.

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2017 113

RPM PROJECT CAR

22, 23, & 24: Check out the incredible detail on the underside of the one-off hood finished out by Keith O’Fallon and Kurt Pfitzner. The factory Boss 302 heat extractors add style and are functional, too.

SOURCES Braddy’s Custom Paint in West Frankfort, Illinois where Tim Braddy and his crew will work feverishly to get the car blocked and prepped over the course of the next week. Once that is done, they will continue prep and eventual paint with the body off the car while the chassis is delivered to 2Boyz Blasting in Pittsburg, Illinois where Josh Gulledge and crew will prep and coat the chassis. Once it is complete, it will head back to Yates Performance where Steve

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and his team will work feverishly to plumb and wire the entire car, fire and tune the Kaase Boss 529 engine, and start on the interior installation. If our luck can change for once, it should mean that the week or two prior to the show, the body will be painted a solid color (no graphics yet), the chassis will be mechanically sound and able to move under its own power, and we’ll unite the two just in time for the “first reveal” at the Street Machine Nationals

june2017 | RPM Magazine

If we can survive that thrash, it will then go back to Braddy’s where Tim and graphics guru Noah Ennis of Shell Shock Paint can lay down the super cool graphics, two tone paint, another few coats of Axalta clear, and a final buff and polish before a “final” reveal at SEMA in Vegas and another showing at PRI in Indy. By next month, we should have tons more to show you. Stay tuned as we usher in the Second Coming of Pro Street!

Yates Performance Chassis 618.292.9712

Spanish Lake Body Shop www.spanishlakebodyshop. com 314.867.3333

24 Aeromotive www.aeromotiveinc.com 913.647.7300

Philadelphia Racing Products www.prpracingproducts.com 215.969.3550

Braddy Custom Paint

Ride Tech

618.937.1936

www.ridetech.com 812.481.4787

2Boyz Blasting www.2boyzblasting.com 618.922.7115

Rogue Fabrication www.roguefab.com 503.389.5413

Shell Shock Paint www.shellshockpaint.com 704.929.8545

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Short Travel Hydraulic Roller Lifters • Designed to perform at high engine speeds • Avoid improper positioning and open valves that lead to lost power and engine failure • Available in both OE style without link bars and retro-fit style with link bars Available for various Chevrolet, Ford and Chrysler applications. Ask for details

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