RPM Magazine November 2018 by RPMMAG

V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpmmag.com E-MAGAZINE ASSOCIATE EDITOR.................TOBY BROOKS toby.brooks@rpmmag.com EVENT MEDIA..........................................events@rpmmag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpmmag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpmmag.com Photographic Contributions: TONY WEBER, TIM LEWIS, PETE “BOOMER” ORES, MARK goDragRacing.org, TARA BOWKER, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, MATT TROMBLEY, 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, RYK LEE WADDELL. and GEORGE PICH.

MEET THE RPM TEAM

EDITOR IN CHIEF.........................................................CHRIS BIRO editor@rpmmag.com

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

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RPM Magazine has been a world leader in motorsports publishing for 19 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@ rpmmag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.

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

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EDITOR’S RANT

Chris Biro

because...

MORE RPM IS ALWAYS BETTER

e’d like to take this opportunity to thank all of our RPM Magazine advertisers and readers for your overwhelming support, and also welcome you to our 18th

year of RPM! We’ve stuck to our guns, kept our promise and kept RPM “REAL”...19 years later RPM is still all about YOU, and YOUR cars and stuff that YOU are into—street, strip, and once in a while, just to shake things up, something completely off the wall. But no matter what, we want to assure you that we intend to continue to set the trends instead of follow them, innovate, not imitate, and above all continue to give you the best original, exclusive high-horsepower badass rides and cool real-world tech and articles you deserve in the world`s top car mag! In our continuing effort to support the automotive performance and race industries, we’re once again offering a chance for related companies to take advantage of our “Industry Distribution Program” which sees FREE copies

of RPM Magazine sent to performance & racing-related businesses in the USA and Canada. So, if you own, operate, or manage any type of performance or race business (ie: speed shop, performance, race or chassis shop, manufacturing firm, installation facility, warehouse, etc.), you need to sign up for your FREE subscription to RPM Magazine today! Simply complete this form and send it in along with your business card and you’ll start getting your complimentary copy of RPM, right to your business door each and every month. Because MORE RPM is ALWAYS better, we also offer an enhanced program that enables you to order MORE copies of RPM for an incredibly low price to either give away free to your best customers or sell on your magazine rack. Industry Distribution Program info can also be found at www.rpm-mag.com and completed online or by simply emailing trish@ rpm-mag.com. Do it today!

COMING NEXT MONTH:

More of what you love!........................................................

More fast doorslammer drag cars and wild street machines, plus we’ll update you project aPocalypSe Horse!

THIS AND MORE IN THE NEXT RPM! november 2018 | RPM Magazine

ADVERTISER INDEX ACC Performance................. 102 Accufab Inc............................ 37 Aeromotive........................... 10 AFCO..................................... 91 Alan Johnson Performance (AJPE)................................. 84 Alston Race Cars.................... 18 Applied Racing Components (ARC).................................. 39 ATI Performance Products..... 45 Auburn Gear.......................... 32 Autoglym.............................. 82 AVAK/Ridgegate Tools........... 48 Baer Brakes......................10, 59 Bear’s Performance............... 23 Be Cool................................ 106 BES Racing Engines............... 17 Bill Mitchell Products.......42, 80 Blower Shop............................ 5 Borla..................................... 50 BTE Racing............................ 67 C&C MotorSports................... 12 Calvert Racing Suspensions... 96 Canton Racing Products........ 31 CFE Racing Products.............. 66 Chassis Engineering...........8, 22 CN Blocks.............................. 95 CNC Motorsports................... 43 Coan Engineering................ 107 Competition Products......... 113 Crane Cams......................... 103 Crower.................................. 34 CVR Products....................... 101 DART..................................... 20 Design Engineering..........58, 83 Diamond Pistons................. 108 DIY Auto Tune/MS3-Pro EFI... 85 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 30 Dynocologists........................ 86 Dynomite Dynamometer...... 13 Dynotech Engineering........... 93 Edelbrock.............................. 94 Energy Suspension.......9, 19, 35 Erson Cams............................ 80 FUELAB................................. 63 G Force Racing Transmissions.95 Granatelli Motorsports.......... 44 GRP Connecting Rods............ 12 GZ Motorsports................... 105 Harland Sharp....................... 25 Harwood............................... 21 Heavy Metals........................ 38 HoleShot Wheels................... 42 Holley.................................2, 41 Howard’s Cams...................... 27 Hughes Performance............... 7 Ian Hill Racing....................... 84 Induction Solutions............... 61 Indy Cylinder Head................ 64 Innovate Motorsports.......... 109 JE Pistons.........................20, 53 Jesel...................................... 14

Justice League....................... 98 JW Perform. Transmissions.... 11 Kinsler Fuel Injection............. 95 LenTech Automatics.............. 26 Lokar Perf. Products.............. 97 MagnaFuel.............................. 9 Magnuson Superchargers.... 111 MAHLE Clevite Inc............... 110 Manton Pushrods.................. 66 Meziere Precision Mfg............. 8 Mickey Thompson Tires......7, 92 Mr. Cool................................. 14 MSD Ignition......................... 28 Neal Chance Converters....29, 65 Nitrous Pro Flow.................... 35 Nitrous Supply...................... 99 Parts Pro Perf Centers.......... 116 PBM Products........................ 66 Percy’s................................. 100 Performance Engineering..... 28 Performance Improvements.. 84 Perf. Plus Connection.......27, 98 Philadelphia Racing Products (PRP).............................46, 57 Powermaster Performance.... 26 Precision Turbo...................... 87 ProCharger............................ 90 Proform Parts.................77, 112 Pro Systems Carburetors.62,102 PTC...................................... 104 Quick Fuel Technology........... 22 Quik-Latch Products.............. 66 Racecraft............................... 81 Racepak................................ 49 Racequip............................... 51 RAM Clutches........................ 40 Renegade Racing Fuels......... 52 Ross Racing Pistons............5, 23 RPM Magazine Subscribe!.114 S&W Race Cars...................... 76 Scorpion Racing Prods............. 9 Shafiroff Racing Engines.104,105 Smith Racecraft..................... 89 Steve Morris Racing Engines. 33 Strange Engineering............. 16 Summit Racing Equip.....24, 115 TCI Automotive...................... 47 Ti64..................................... 100 Tom’s Upholstery................... 92 Trick Flow.............................. 15 TRZ Motorsports.................... 17 Tuned By Shane T.................. 56 12 Strong.............................. 86 VP Racing Fuels...............36, 88 World Products................24, 57

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

Often Imitated, Never Duplicated—For 19 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Cars WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!

RPM

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

EXCLUSIVES Persistence................................................................

HOT

EVENTS

“firm or obstinate continuance in a course of action in spite of difficulty or opposition”

THE

RIDES

Target: Acquired................................................ 78 The 2018 Yellow Bullet Nationals

Bronco Bustin’ Cool..................................................8 What does a pristine (and fast) ’66 GTO have in common with rodeo ridin’? Lots for Mike Davis!

Targeted for Termination....................42 Before there was a Hellcat, Gen 6 LS1 Camaro, or Cobra Jet, there was the Mustang Terminator

Cornfed Camaro..................................................... 24 This 8 second street car is a tale of ups and downs—and one determined racer!

THE

PROJECTS & TECH Shop Talk..............................................................38 You are...because someone taught you

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

november 2018 | RPM Magazine

STANDING ON THE GAS SINCE 1963.

Mickey Thompson was unstoppable. He was the first American to 400+MPH at Bonneville & the manager of Lions Drag Strip. At heart, Mickey was a drag racer, now his DNA lives on in the innovative winning products we build today for drag racers like you. UNCOMPROMISED CONSTRUCTION / UNDISPUTED PERFORMANCE.

www.rpmmag.com | november 2018

story and photos by

Ryk Lee Waddell

hat started it all? Maybe if your first ride home from the hospital was in a ’64 Ford Fairlane that had a 289 ci engine, 4-speed trans, and was prepared by J & N Automotive? That just might give you a reason to pursue life in the fast lane. Well, it’s at least a good start for the 2003 NSCA/

NMCA World Champ, Mike Davis. All those years back, with that 2003 title, Davis was also featured right here in RPM when RPM MAG was actually the official magazine of the now defunct NSCA (National Street Car Association) which, for a short time, was called the NSCA/NMCA when the NMCA (National Muscle

Car Association) name was leased by the NSCA. Sound confusing? It was for us, too. It’s not that we’re into featuring the same car twice—no not at all. But RPM was a different mag back then. There were no full gloss pages like we enjoy today. Instead, the supersized magazine had a gloss cover and newsprint guts. And we think you

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BRONCO BUSTINâ&#x20AC;&#x2122;

november 2018 | RPM Magazine

GOT YER GOAT The lines of the 1966 Pontiac GTO are long and distinctly sixties muscle car. Mike fell in love with them early on in life through his dad.

will all agree that a sweet car like Davis’ GTO deserves the sort of red carpet treatment of today’s RPM. “I kind of grew up just being around them,” Mike admitted about his exposure to muscle cars. “My dad and my uncles were all car guys and raced in the ’60s.” His dad worked for the Pontiac division of General Motors at the Youngstown plant, building the Pontiac Firebirds. Mike’s father was a master tech who also worked on the build of the Smokey and the Bandit Trans Am cars rolling off the assembly line during the 1977 model year. His dad bought a 1967 GTO, which Mike and his father rebuilt and repainted themselves. Mike grew up driving this car when he was just 11 years old. Then, when it finally came to getting his permit, he graciously accepted the ’67 GTO as his daily driver. As time passed, Mike decided that he wanted a 1966 GTO. The search took them all over the country only to lead them back home to find

exactly what he was looking for: a local Georgia car with credible low miles. The car was purchased new in 1966, driven until it was parked in 1970, then it literally sat behind a barn out in the elements for 10 years. Enter Mike Davis and his dad. “We got the car home, disassembled it and rebuilt it ourselves,” tells Davis. “The engine, the transmission—everything. We got the car back running and in good condition.” The first engine was a 400-inch with two four-barrel carburetors. Davis’ dad rebuilt the two carbs and he drove it to high school every day. “I had to be the coolest kid in high school ’cause I was the only one to have a 2x4 carb set up on an engine,” Davis added with a smile. Mike decided to park the car his senior year of high school. He simply wanted to protect it from getting hit or stolen. Years later, finding that itch to have the GTO back, he decided to turn the ‘66 into a show car, then came cruise nights and eventually

REAL DEAL This car is all factory OEM Pontiac steel except the VFN fiberglass hood.

www.rpmmag.com | november 2018

...COOL

he started drag racing the car in 1987. He bracket raced it in several different configurations, one of which was a 421 cubic incher on nitrous. In 1992, Mike parked the car for a few more years once again, only this time it was to take up the life of a real cowboy, seriously! Davis competed on a national level in the bronco riding, calf roping, and bull riding arenas of

the rodeo world. Said to be where the really tough men come out to play, Davis held memberships in such prestigious organizations as the Professional Rodeo and Cowboy Association and Professional Bull Riders Tour. Mike took his share of beatings, broken bones and championships while trying to do both: drag racing and riding. In â&#x20AC;&#x2122;96, the car once again rose from the stag-

november 2018 | RPM Magazine

NO EXCUSES Mike campaigns the biggest, heaviest car with the smallest displacement engine in his class, and often comes out a winner

www.rpmmag.com | november 2018

BRONCO BUSTIN’

GIDDYUP-N-GTO Mike Davis and his ‘66 GTO yanking the wheels is a regular occurrence on the strip, and getting double takes as he drives by is commonplace on the street.

nant life of storage, was cleaned up, and Mike decided that a fresh coat of 1995 Cadillac Garnet Red paint would make those body lines pop. Davis himself applied the new paint scheme in his own

THE

shop in the spring of ’97. That season, they started running the car in the Nostalgia Super Stock and Stock classes. “I wanted something fun that didn’t require a whole lot of work,

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november 2018 | RPM Magazine

so I started racing the car in the NMCA. I can adjust the valves and go out and have a really good time,” said Davis. Originally, Mike set out to build a car that would

Win Big.

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

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

1811RPCT

www.rpmmag.com |

2018 15

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

...COOL

FACTORY FRESH The interior is 95% original. The cage, built by Davis, protects him during many 9-second quartermile runs. The original vinyl seat coverings are as soft and supple as when the car rolled off the Pontiac assembly line. Original gauges are mixed with additional instruments to give a more accurate picture of things when racing the GTO. The original odometer reads 33,997...many of which likely accrued a quarter-mile at a time.

Billet 3.812 bore case and support / D2002 HD 40 spline lightweight steel spool 10â&#x20AC;? Pro gear set / U1604 chrome moly 1350 yoke / U1610HD cap kit...... $4,895 Upgrades available 847-663-1701 â&#x20AC;˘ Strangeeng.net

november 2018 | RPM Magazine

MICHAEL DAVISâ&#x20AC;&#x2122; STREET/STRIP 1966 PONTIAC GTO Chassis Type & Mods: None! Suspension & Brakes: FRONT: Stock control arms, Energy Suspension bushings, Moog 6-cylinder Pontiac Tempest springs, 90/10 Super Stock shocks. REAR: Mike Davis-built rear chromoly double-adjustable lower control arms. UMI adjustable upper control arms, Moog 1966 GTO heavy duty springs. Viking double-adjustable shocks. BMR anti-roll bar. Body & Paint: All steel factory body panels except for aftermarket VFN Super Duty fiberglass hood. Painted by owner. Engine: 4.180 x 4.050 (444-inch) Pontiac 421 block. Milodon 4-bolt billet main caps. SGI crankshaft, Eagle H-beam connecting rods, and Ross custom flat top pistons. Canton oil pump, Edelbrock round port heads, COMP Cams solid roller camshaft 270@.050 duration and .660 lift. Crower roller lifters, Crower stainless steel roller rockers, Smith Brothers push rods. Melling billet timing chain. Meziere water pumpg. Induction & Fuel Delivery: Wenzler aluminum 2x4 intake. Twin Carter Competition Series AFB 750 carbs. RCI fuel system, MagnaFuel Quick Star 300 pump, MagnaFuel pressure regulator, Fragola Kevlar braided lines. Electronics: MSD billet distributor, MSD 6 digital plus box, GM and Auto Meter tachometer and gauges. Transmission & Driveline: 1970 GM TH400, PTC 4,500 RPM torque converter, Hurst V-Matic shifter. PST driveshaft. run in the high 10s, but when all was said and done ended up with a car that ran in the high 9s! Campaigning the GTO has been quite successful, and

with a number of top 10 finishes and runner-ups Mike has enjoyed going rounds and not having to thrash on the car between every round. He has taken

the GTO to the Pontiac Nationals at Summit Motorsports Park in Norwalk, OH, raced rounds on Friday, Saturday and Sunday, making 9 passes per day,

Other Important Info: Hedman Headers with 2-inch primaries. Front Wilwood brake rotors, rear GM aluminum brake drums, Wilwood master cylinder. Center Line reverse wheels: front 15X4, rear 15X8 with Mickey Thompson Sportsman tires on the front and Mickey Thompson Pro Bracket radials on the rear. All machine work, fabrication for engine, transmission, rear end, suspension, paint, and roll bar by Mike Davis. Best ET & Speed: 9.90 @ 134.70 mph.

www.rpmmag.com | november 2018

PONCHO POWER The original 421 cubic inch cast iron block with Edelbrock heads makes some incredible power to propel the heavyweight to 9-second passes.

winning each day and the event. In the 2013 race season, Davis was able to dominate the class with 13 wins out of 18 races. You would never know it, but as of now, the car has over 3,500 drag strip passes on it! As the original muscle car fan inside

november 2018 | RPM Magazine

of us all has hoped, all of the sheet metal with the exception of the fiberglass VFN hood is still factory steel and the interior is mostly original, as well. The only thing fiberglass is the aftermarket hood. All of the work on this car was completed in Mikeâ&#x20AC;&#x2122;s two-car

DUAL QWAADS The Wenzler aluminum 2x4 intake is unique to say the least, not to mention just flat-out cool with it’s almost vertical massive runners. A pair of Carter Competition 750 cfm AFB carburetors tuned and installed by Mike’s dad are nestled just below the fiberglass hood.

BRONCO BUSTIN’

www.rpmmag.com | november 2018

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DRIVELINE FORTIFICATION

The trunk is as pristine as the car itself. Back here you’ll find the rear mounted battery, fuel pump and fuel cell large enough for track hits and long street drives.

Tucked up under the rear quarters of the GTO sits a heavily fortified Moser GM 12-bolt rear end housing with Mike Davis-built rear chromoly double-adjustable lower control arms, UMI adjustable upper control arms, Moog 1966 GTO heavy duty springs, Viking double-adjustable shocks, and BMR anti-roll bar.

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simply listened carefully to everything that his father would teach him. “The two Carter 750 cfm AFB carbs were rebuilt by my dad in 2006. He bolted them down and they haven’t been touched since. He is the Carb Guru!” Mike exclaimed. With three events left on Mike’s calendar, he is planning on making appearances at the NMCA race in Indianapolis, the Gear Jam Nostalgia Race and there is a nostalgia race in Bradenton, FL in November that he is

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garage, and like we said, all of the paint and body work was applied by him, too. Every task was completed in-house: the engine build, transmission set-up, the suspension upgrades, even loading the ring and pinion gears into the third member. All of the roll cage work of bending, stretching, welding, and everything else was completed by Mike, al well, and a more humble guy would be tough to meet. Following in his dad’s footsteps, Mike

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BRONCO BUSTIN’ hoping to make. “After that, the car is getting taken apart,” he said. “It will be cleaned up and repainted over the winter.” And although Davis had entertained a color change, his mom insists on keeping the color the same. Mike told us that she said the GTO shows up well in pictures, so best keep it that color. Davis says he has considered building another car, but the GTO is just so rare, not to mention it is a 9-second car. He’s looked at Firebirds and later-model cars, radial cars, etc., but every time he goes to the track he will have 20 or 30 people coming up to see it and talk to him because it’s usually the only GTO there. “You see a lot of Camaros, Firebirds and Mustangs but not a lot of GTOs. I get a lot of people that enjoy sharing their memories of a family member or friend that had one, and that is just tough to replace.” “The one thing about me—I don’t give up. I run a car in

a class that’s the smallest engine displacement V8 in the heaviest car and a car that the manufacturer hasn’t made parts for in over 30 plus years. I am seen as a kind of underdog against the Fords, Mopars, and Chevys that have a lot of parts available. That’s why I like it. When you set your mind to it, anything is possible,” Mike said with confidence. “You have to know what direction you want to go with your car because nobody knows that car like you. This is a very mild combo with a stock suspension, Turbo 400 trans with a 4K converter and a final drive gear of 3.90. It’s very streetable. I will throw on a set of mufflers and take on a 30 or 40 mile cruise. This engine alone has over 800 competition passes on it,” he added. Memories made with this ’67 GTO over all these years

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november 2018 | RPM Magazine

Car owner Mike Davis and his crew chief Brook Davis.

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to life with open headers and two carburetors, man... I even drove the car to school. It’s not a car that I would put my daughter in today but, it was a car that my dad gave to me because he knew that I would take care of it. You just can’t trade those memories for anything.”

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story and photos by

Tabitha Sizemore

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november2018 | RPM Magazine

ames Short’s 2002 Chevrolet Camaro is quite an impressive machine. It’s fast, it’s clean, and it’s well- built.

Take all of the above ingredients, mix together well, and sprinkle in a serving of the fact he’s still bangin’ gears, and you’ve got the recipe for a notable and extraordi-

nary hot rod. And let’s be honest here, stumbling across a quick stick car isn’t something that happens on a daily basis. It’s a tough task to build one, but James has persevered

and rose to the challenge. Short picked up the Camaro a few years back from a friend who had it for sale as a roller. Although ownership started in the spring of 2013,

www.rpmmag.com | november2018

CORNFED... he didn’t actually start building on to the car until 2016 after he had some time to gather some funds to get started. Struggles come along when building any car, and this one was no different. “I discovered once I got into the car that a lot of work was needed to make it how I wanted it. I found quite a few little things that just weren’t safe as I was eventually planning to go pretty fast in it.” Hindsight is sometimes best, and for James buying the car as a roller worked out to his favor. It allowed him a chance to go over every little detail and set it up exactly how he wanted it to be. “I went back through the entire car from the ground up with all new

brake lines, fuel system, wiring, etc. It was a clean slate build with a budget in mind. I tried to spend money in key areas that matter the most and make a combo reliable at this power level.” Almost immediately the Camaro started throwing challenges at James, though. Initially, he had put together a junkyard 5.3L engine, however it didn’t even make it through the dyno session due to oiling and bearing issues. This setback put him a good 6 months behind on the car itself, which went on the back burner for a large portion of the winter while building the new engine. Since the 5.3L bit the bullet, James gathered up a 6.0L Y6 block and headed to

CAMARO OF THE CORN Tuned on VP C85 fuel, the ‘02 Chevy made just a shade over 1,300rwhp on the Haltech hub dyno, pushing 30 psi.

november2018 | RPM Magazine

www.rpmmag.com | november2018

Estes Machine Shop in Nicholasville, Kentucky. Estes was to machine the block and get it prepped for a set of Wiseco pistons. “After block prep we brought it back and assembled and built the engine in-house here at ShorTuning. Initial dyno testing of the new combo proved to be a promis-

november2018 | RPM Magazine

ing combination with it effortlessly breaking 800+rwhp on very moderate boost levels. Being a stick shift car I knew that was already enough power to give the driveline all it wanted.” It wasn’t long before the next challenge hit, as it only took one outing to find the

next weak point in the car as it blew through the twin disk clutch. So the search was on for a replacement. At the time Short was still running a mostly stock T56 trans with only minor upgrades and he happen to stumble on a local deal for a Textralia Exo-Skel twin disk clutch

...CAMARO

RAPID DELIVERY The Camaro finally dipped into the 8-second territory at a Street Car Takeover event in Columbus, Ohio, when he stopped the timers at 8.79 at 163 mph.

www.rpmmag.com | november2018

november2018 | RPM Magazine

CORNFED... BOOSTED With the hood off the Holley HiRam intake sits front and center atop the single turbo LS. Forcing air down the throat of the 370 cubic inch engine is a Forced Inductions T6 1.32 A/R S491/100 turbocharger with V2 Race Cover, Huron Speed V2 Single T6 Hotside Kit, custom charge pipes and ProCharger air-to-air intercooler. that would work with it. After the install he took the car back out to the Street Car Takeover in Bowling Green, Kentucky in 2017 and drove it to a new personal best, clicking off 9.30s at 156 miles per hour. Wanting to play it safe, and with the dew setting on the track and the car starting to dance around in 4th gear, he called it a night and decided

it would be better to load up in one piece than take any chances. Although loading up meant it wouldn’t see an 8-second pass that evening, he just wasn’t willing to take the risk. “I was done after the pucker factor I had just endured, so I loaded it on the trailer. The 9.3 pass came at a cost though as the stock transmission was now whining pretty good which meant it was a time bomb on when it was going to eat itself up.” Little did James know at the time that his 8-second

www.rpmmag.com | november2018

...CAMARO

run would be a ways down the road yet, as the Camaro had plans to test him a bit more before it would show its full potential. With the transmission hurt, Short went shopping for an upgraded unit that could handle more power and found a Viper converted and upgraded T56 locally, and since funds didn’t

permit buying a new one, he scooped it up. Excited to get some more miles on the car, James, along with his wife, headed out for supper and a cruise night. After all, it is still a street car and James isn’t shy in admitting it sees some fun and spirited driving on occasion, even off the track. With that said, the new Viper transmission

EXTRA PEDAL? Yes, this bowtie is a stick car, with James rowin’ his own gears.

november2018 | RPM Magazine

JAMES SHORT’S STREET/STRIP 2002 CHEVY CAMARO Chassis Type & Mods: Rollcage built by Jessie Coulter of Jessie’s Garage, Burkhart Chassis fabricated 9-inch rearend and subframe connectors. Suspension: Burkhart tubular front suspension with Strange coilovers. Burkhart rear lower control arms, panhard bar and torque arm with AFCO double adjustable shocks Body & Cosmetics: VFN Sunoco hood with trackspec heat extracting vents, Billet Specialties Streetlites Wheels. Engine,Induction & Fuel Delivery: LY6 Block, 0.030-inch over (370ci), LS3 dry sump, stock stroke crankshaft, Callies Compstar 6.125-inch rods, Wiseco forged 4.030-inch pistons with upgraded pins, Brian Tooley Racing-prepped TFS220 heads with Brian Tooley Racing dual spring kit, Little John’s Motorsports custom cam, Morel Linkbar lifters, stock rockers, Holley HiRam intake manifold, Squash twin 450 pumps + Magnafuel 4303, Fuel Injector Clinic ASNU1650’s. Power Adder: Forced Inductions T6 1.32 A/R S491/100 with V2 Race Cover, Huron Speed V2 Single T6 Hotside Kit, custom charge pipes and ProCharger A/A intercooler. Electronics & Ignition: Haltech Elite 2500T for engine and power management, Speedwire switch panel and relay center for chassis power. Transmission & Driveline: RPM Transmissions Level 7 TR6060/Magnum, Monster LT1-RR twin disk clutch, PST driveshaft. Rear Differential: Moser aluminum 9-inch center section with 35-spline axles and spool. Performance: 8.797 at 163.33 miles per hour (quarter-mile). Special Thanks: Those who have helped along the way: “My dad, Donnie Short, who spends countless late nights in the shop with me. My wife, Angel Short, and my friends Shannon Corman and Dalton Winfield.”

CAGED BEAST This is no lightweight race car! Much of the stock interior is in place with a Haltech digital display dash in place of factory instrumentation. Jessie Coulter of Jessie’s Garage put his skills to work on the rollcage fabrication for the Camaro.

www.rpmmag.com | november2018

november2018 | RPM Magazine

CORNFED... REAR SUSPENSION UPGRADES The Camaro sits on Burkhart rear lower control arms, panhard bar, and torque arm with AFCO double-adjustable shocks. didn’t last the first trip out. “I pulled it back out the next day and it appeared to have taken out the input shaft and cluster gear during my wide open throttle pull. So I ordered an input shaft and cluster gear/shaft for the transmission.” As if James hadn’t experienced enough bad luck, the parts that had just arrived were damaged in shipment, so they were re-ordered. Trying to get in

some test and tune prior to LS Fest, the weeks of downtime put Short seriously behind schedule. “We finally got the parts in and installed, and I also installed a Tilton transmission fluid pump so that the input shaft gear and the main cluster gears stayed floating in fluid no matter what the G forces were. I got all of it stuffed back in the car literally the day before we left for LS Fest!” Short made the crunch and was able to get the Camaro to the event and had a successful first day, laying down a new personal best again of 9.12 at 161 miles per hour.

Feeling confident with the transmission, and after going over the data, James gave the car a bit more power to shoot for that 8-second pass. “With the newfound power and more aggressive boost ramp set in the Haltech, I gave it a go for our last round of qualifying. The car stuck and shifted like a dream until I smacked 4th gear and the rpms never dropped. With the extra power, the clutch wasn’t holding. I coasted from the 1000’ mark to a 9.07 at 126 mph.” Although that was another new best for James, the excitement was short lived as

www.rpmmag.com | november2018

...CAMARO

FAMILY CRUISIN’ Street driving the 8-second LS powered 4th Gen Camaro is effortless and done as often as possible. And James has been known to pull a gear or two while out for a leisurely cruise. The Short Family - From left to right: Angel Short holding Grace. Lexi and James Short.

now he faced buying yet another clutch. James bought an LT1-RR Monster clutch, “This clutch is no joke, and it will find the weak link in the driveline,” he said. And it did, during a test pass at a local track. After fighting traction issues, he pulled enough power out of the Camaro to get it to bite and broke the torque arm and carbon fiber driveshaft in the process. Frustrated, James considered letting the Camaro sit for the rest of the year, but as any hardcore drag racer will admit, he just couldn’t quit. He replaced the broken parts and headed to a local track rental for more testing. Second pass off the trailer, anoth-

er transmission called it quits, which officially ended the year for Short, forcing him to recoup over the winter. For spring a new 6060 transmission was installed before Street Car Takeover event in Columbus, Ohio, but before that James headed to Haltech to put the car on their hub dyno to dial it in on higher boost levels. The result was 1304 rwhp on 30 psi, tuned on VP C85 fuel. Heading to Columbus, James rolled into eliminations with only one test pass under his belt. Advancing to the second round of eliminations with the car looking promising, he gambled and added more power, and finally broke the 8-second barrier with an 8.94 at 161 mph! Things were finally starting to

look up for Short, and look up they did as he took home the win in the finals, and a new personal best from the event: 8.79 at 163 mph. The monkey was finally off his back. “After winning the SCT Columbus event, it really set a fire in me to stay at it,” he added. The moral of this story? It’s one we all know but overlook sometimes in thick of the frustrations that this addiction can cause…but it ends in “try try again.” So the next time you’re overwhelmed with your car testing you – and it will – take some time away from it to put things back into perspective, then get right back in there and finish what you started. Chances are the results will put that passion for power back in your blood.

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november2018 | RPM Magazine

www.rpmmag.com | november2018

SHOP TALK

YOU ARE... BECAUSE SOMEONE TAUGHT YOU JT

story and photos by

’ve written about pride, ego, and haters in the past, and it seems after a long season of racing, attending car shows and industry events, I have the

urge to vent my frustrations once again. I’m nearing the end of an insanely busy season of fun with my car, supporting sponsors at shows, various races, and no-prep events around the country. This particular season was especially fun

november 2018 | RPM Magazine

for me, as my daughter has been bitten by the racing bug and has become quite the valuable crew member. We’re in the process of getting her NHRA Jr. Street drag racing license so she can compete on the circuit next year. She’s been

doing a lot of practicing on our half-mile driveway in the family 2007 Chevrolet Equinox that will become her first race car. She amazes me with how fast she picks up on new things. The other reason this season was exceptionally

fun was my wife joined the crew full time and has become my main “guy” for setting up and tearing down our pit. She has the hauler canopy set up and overall camp down to a science. It’s fun hearing her answer questions about

I absolutely love this picture and the premise behind it. I can imagine my dad being the head on the left with all of the gears in it transferring them to me. To me, this sums up the title of this article best. You are... Because someone taught you. I am the consummate student that never gets tired of learning. The key point here is that in order to learn something, someone must show you how in the first place. If you are fortunate enough to have been someone’s apprentice—whether it was voluntary or had no choice like me—take a moment and thank them. You are proficient at your skill because this person took the time to teach you. the car at shows while I am talking to someone else. She’s picked up on the lingo and knows the basics of Big Red good enough to satisfy most gearhead’s questions. She defers the more technical questions to me, but she is also very good at keeping people occupied while I’m busy talking to other show attendees. This season we even shared a few road trips with my brother and one of my daughter’s friends. Building our car has evolved into a family project, and I am elated to say that racing it and showing it has become such an amazing family bonding time for me. But let’s get back to my story/venting session. While working in my shop last week, I was asked, “JT, how did you learn to fix everything?” “You can do electrical, mechanical, welding, brazing, soldering, fabrication, HVAC, plumbing, and we’ve never seen you ask anyone for help.” This very question reminded me of the year-long encounters with experts, legends,

geniuses, and we can’t forget “the one-uppers.” These are the people that no matter what you know or have done, they’ve done more. I humbly answered the question with “I’ve told you a hundred times, I was my dad’s apprentice ever since I could walk.” He was an absolute mechanical genius and passed it on to me through DNA and a ridiculous amount of sweat labor. I wasn’t allowed to play with my friends until we were done fixing or building the project of the day. I became an amazing tool handler and always knew exactly what he was going to need next. Little did I know that this was part of his genius plan all along. Seeing a task at hand and knowing what to use to fix it, is the first step in any repair. Dad made me an expert at this before I was 10. I soon graduated into cleaning everything before we began disassembly. Then I was put in charge of troubleshooting, cleaning, and disassembly. The progression was

natural, but it did seem like an eternity before I was actually doing 100 percent of the repair by myself. Two things stand out the most in my memory about these times as dad’s apprentice. I remember being his clutch pedal operator numerous times while he changed a clutch or put in a new transmission. I distinctly remember the day when he sat in the car and pushed in the clutch while I aligned the pilot shaft and made sure the throw out bearing was working properly. I was 14 and both he and I were as proud as could be. It’s funny how a silly thing like that can still bring a tear to my eye as I write it. The other time was when I went on a refrigeration repair job with him and he sat at the kitchen table with the customer drinking a cup of coffee while I did the repair. I remember absolutely freaking out at that moment but was so inspired by the trust and confidence he had in my abilities that

www.rpmmag.com | november 2018

SHOP TALK I got through the repair simply by asking him a few questions. My dad was such a savant when it came to anything mechanical that he could actually troubleshoot and fix things over the phone whenever I had a question. Having a guy like that as your mentor is priceless to say the least, and he is dearly missed every time I open my toolbox. As time went on and car repairs became more complicated with computers, etc., I became my dad’s most trusted advisor. I recall a time just before he passed away in 2007 when his check engine light came on in the very same Chevrolet Equinox my daughter is now using to learn how to drive. It was still under warranty, but he wanted to know what was wrong and only trusted me to diagnose things. (Here come the tears again.) He drove to my house and watched as I hooked my laptop to his OBD port and revealed the secrets that live behind the check engine light. He watched in amazement as I read the code, looked it up, and reset the light right in front of his eyes. The genius in him understood everything, but the man born in 1933 who could tune a car to perfection with a vacuum gauge never graduated into the computer era. He was extremely proud of me for continuing

to study and learn, enabling me to keep up with the changing times. He told me that day I was better than he ever was, and I told him that was only because I still had him to answer all of my questions. He gave his dealership the ultimate test in honesty on the way home knowing exactly what was wrong with his car, complete with the code and diagnosis. Fortunately for them, they told him what he already knew, and fixed the car under warranty. He must have told that story a hundred times to family and friends, bragging with pride at my abilities. Back to my garage squad. I reminded them that I didn’t invent electrical repairs, I was just taught how to perform them properly. I didn’t invent how to bend metal, weld, or design a bracket, I was taught how to do it. I was taught everything from what solvent to use to clean a part to what tool works best to how to organize the parts you just disassembled so you could remember how to put them back together. I was taught to set tolerances in points, ring gap, and rear ends and how to clean all of your tools and put them back where they belong after the job is finished. His mantra of “no job too big or small, do it right or don’t do it at all” echoes in my brain every time I tackle a repair of any magnitude.

november 2018 | RPM Magazine

The other day my wife asked me why I never glued the magnet back on my daughter’s dry erase board. I told her that I needed the correct glue because “super glue” was not going to work properly. She kind of looked at me for a second and then realized that my OCD to detail could NEVER be turned off—even when it comes to gluing a magnet on a dry erase board! To address the later part of the question raised by my garage squad, why they’ve never seen me ask anyone for help, that is absolute hogwash. I’ve been blessed to be surrounded by gearheads whose specialties far exceed my knowledge in their field of expertise. I have a few key friends in my life who are machinists, engineers, autobody specialists, and transmission gurus who get texts or calls from me all of the time asking for their opinion. And just like me, someone taught them all they know. So, for all of the experts, legends, geniuses, and one-uppers out there, the next time you start using words like “I built,” “I did,” “I designed,” etc., take a moment to hear how it is coming across. Remember to pay homage to everyone who had a hand in making you who and what you are today. Because after all, you are because someone taught you.

In my opinion, finding a mentor is a fast track pass to becoming whatever it is you desire. There is someone who is doing exactly what you want to become. Learning from their successes and failures will save you from wasting time trying to figure it out on your own. For those of you who have become seasoned specialists, have you ever thought of sharing your knowledge with someone and repaying the mentor / student relationship program? It doesn’t matter what your profession or expertise is in life. To be successful, the simple formula is out-work your competitors and never stop learning how to do new things or old things better and faster. If you are an NFL running back, remember you didn’t invent running, a fake step, spinning off a tackler, or even jumping over one. You learned these techniques through the evolution of the trade. The same can be said for a custom car builder. Keep yourself in check and be grateful that you have the ability to do what you love on a high level. Most people hate what they do and never had the opportunity to learn a trade from someone.

www.rpmmag.com | november2018

november 2018 | RPM Magazine

story and photos by

Ryk Lee Waddell

he year was nineteen eighty four, we catch a glimpse of the first unstoppable cybernetic organism to hit the big screen, the Terminator. Spring forward almost a decade and we see another first. Before there ever was a Hellcat, Gen 6 LS1 Camaro, or Cobra Jet Mustang, there came the

Ford SVT Mustang Cobra nicknamed the “Terminator” in 2003—the first forced induction V-8 supercharged muscle car from the Motor City. Now let’s time travel from 2003 15 years into the future, when global information technologies structural engineer Derek Sylvester found his way from Ohio to Georgia

three years ago due to the warm weather and the abundance of jobs in Atlanta’s technology industry. This is where our story begins. “What got me into cars was actually my grandma,” explained Derek. “She had a Boss 429 Mustang when I was growing up. It was the first car that I got to tinker around with, learning to

shift gears and all that good stuff.” Most of Derek’s family had Mustangs, so he grew up around them and that’s probably what attracted him to the Mustang platform. Derek’s first Mustang was a ’99 Fox body Mustang GT. “It was a two valve car that really sounded good but it was slow,” he said with a chuckle.

At that time his mom was dating a gentleman that owned an ’03 Cobra. “I had never heard the noise that the supercharger made before, and that turned me on to it. I was around 21 when I got my first big boy paying job and I upgraded from the two valve GT to the 2003 Terminator, and have had this car for 10 years now.”

www.rpmmag.com | november 2018

RARE BUT RADICAL Only 735 Cobra Terminators were produced in Silver Metallic with Dark Charcoal interior. The vinyl snake skin wrap was designed by Scott Keppler and the carbon fiber hood adds a nice detail and also removes a little weight from the heavy fully-equipped Cobra.

november 2018 | RPM Magazine

TERMINATION When Derek purchased the car in 2008, the Cobra was a true low-mileage piece with just 11,200 miles showing on the odometer. At the time, it was making 498 rear wheel horsepower with only bolt-on stuff and a Stage IV port to the factory supercharger. His first upgrade to the Termi-

nator came while he was still living in Ohio. “A bunch of friends had Cobras, and Bill Coleman, who I will never forget, decided that he wanted to help all of us modify our cars. That led to us having horsepower wars within the five of us.” Being a young motorhead and having the guidance and knowledge

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TERMINATION

of someone in the know is definitely a plus, and Derek and his Cobra buddies knew that, so they followed the direction of Coleman to help avoid common mistakes made by newbies to the fast street car scene. The first series of modifications to the car were fairly sizeable—the 2.3L Whipple supercharger that sits atop

the 4.6 mod motor in place of the factory Eaton blower was step one. Along with it, all of the pulleys were swapped out with a 3-inch upper and a 4-inch lower. Now that the engine could pull in more air, opening up the exhaust system was a must and along with that, Derek switched over to 110-octane fuel, all of which kicked

the horsepower up to 620 at the rear wheels. Still looking to add more power and go faster, Derek played with a few more upgrades. That’s when E85 started to come onto the scene. “I did a full E85 fuel system change. It now has a complete 1,000 horsepower-ready E85 system in place, which took the Co-

GANGSTA WRAPPER This Cobra Terminator is ready to strike at a moment’s notice. The Cobra skin graphics give the Terminator a personality all its own, plus get heads turning on the street. The design and motion of the side stripes pay homage to the Cobra Jet factory race cars.

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november 2018 | RPM Magazine

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www.rpmmag.com | november 2018

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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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A built modular four-valve, dual overhead cam V-8 with stock bottom end sits between the rails of the fast Ford. Meanwhile, a Ford Racing Whipple supercharger turns the air into fine whine!

刀椀瘀攀琀匀琀甀搀㔀⼀㄀㘀ᴠ ⼀䴀㠀

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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

TIGHT SQUEEZE Once everything is hooked up and in place, there is not a lot of room to play with in the engine bay of the Cobra. bra to 675 at the rear wheels,” he said. After that, Derek moved to Georgia from Ohio and had his car shipped down. He decided that the Terminator still wasn’t fast enough and he knew that he wanted more power and performance. That’s when he solicited some help from Aric of Injected Engineering in Kennesaw, GA.

november 2018 | RPM Magazine

Working with Injected Engineering, he developed the next set of upgrades with four custom-ground camshafts, long tube headers, and a built TR-6060 Tremec transmission. I.E. has also sponsored Derek at several half-mile race events in the past couple of years. The work saw the Terminator up to 700 rwhp with 700 ft./lbs. of

torque. But Derek still wasn’t satisfied. After some research into options, he decided the next step, considering he was still running the 4.6L stock bottom end, would be a 150-shot nitrous system, which dynoed the car out to 830 rwhp and 850 ft./ lbs. of torque. Given that Terminator is fast approaching the

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TERMINATION

1,000 hp mark, a solid rear axle set-up will be next on the list, as Derek enjoys both drag racing and half-mile racing the Cobra. “The wrap has a crazy story all of its own,” says Derek with a smile. “I had just moved down to Georgia and I was

out with my wife one day when we heard a Cadillac CTS-V drive by. I followed him into a shopping plaza, jumped out of my car and told him that I had never heard a Cadillac sound like that. We started a conversation and he (Mark) was the one that

introduced me to the car scene in Georgia. Mark’s Caddy was wrapped in some very cool graphics and he introduced me to the people that designed the graphics and wrapped my car. And they did it all within 24 hours before a race event.” Mark also had a

november 2018 | RPM Magazine

CLEAN AND COMFY The Cobra suede/leather seats are factory perfect. A stock dash and interior is highlighted by an aftermarket shifter and just a few extra essential gauges. Meanwhile, the dual Nitrous Outlet bottles in the trunk feed a 150shot nitrous system to add to the fun.

REPLACE WITH NEW COPY

www.rpmmag.com | november 2018

TERMINATION hand in introducing Derek to half-mile racing and the wannaGOFAST events held at private air strips. Since Derek felt that it would be a lot safer than running the interstate, he threw his hat into the ring. At his first event, back when the car was making a little over 700 horsepower, he turned 153.5 mph and on his next hit, with some simple tuning, he went 159.89. From that day, he was hooked on both quarter-mile and half-mile racing with the car. Along with a

solid rear axle, plans are to try and reduce weight in the Cobra and also add some trick suspension parts to get better hook at both the dragstrip and standing half-mile events. Be sure to watch for Derek and his Cobra in 2019, because just as Arnold so famously said… “I’ll be back!” so will Derek Sylvester in his Terminator Cobra in search of his next target!

YOU ANGRY SNAKE Ford’s SVT (Special Vehicle Team) division produced the Cobra Mustangs.

november 2018 | RPM Magazine

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www.rpm-mag.com | november2018

story by

Toby B rooks 54

photos by

november 2018 | RPM Magazine

Jason C ole

www.rpm-mag.com | november2018

per·sist·ence

owell, Tennessee’s Jerry Sellars knows a thing or two about the value of perseverance. The long-haul trucker makes his living driving cargo over considerable distances, often travelling for days and weeks at a time to see it through to its destination. And his love for drag racing? It spans over half a century. However, it is his most recent pavement-pounding creation that clearly shows that when he sets his mind to a task, he isn’t satisfied until he sees it all the way through to completion. Sellars first contacted RPM about a potential feature on his car in 2016, and while we certainly interested, his request got lost in cyberspace. Periodically, he’d message us with

new pics or updated performance bests via email or Facebook, and again, although we were interested, we never managed to get a feature quite lined up. However, after giving his car a fresh new look for the 2018 season, he contacted us again and we just knew that it was time for his persistence to pay off. The build is the culmination of over 50 years of love for going fast in a straight line. “My love for drag racing began while I was watching my brother Roger race Super Stock in 1966,” he recalled. After a close call and near accident behind the wheel street racing in the ’70s, he decided that any future racing experiences behind the wheel would only occur on sanctioned race surfaces from that point forward. And after decades

THAT’S A WRAP

While Sellars’ car was campaigned for a couple of seasons in a sleek all-silver paint job, the new custom graphics with carbon fiber-look two tone took it to a whole new level of cool. Ian Hawkins at 660 Concepts designed the scheme before he and Ed McLemore of Red Skull Motorsports applied it.

november 2018 | RPM Magazine

of passes and countless cars, he finally settled in to the car of his dreams: this 1968 Z/28 Top Sportsman Camaro. Construction started with a Richard Boling Race Cars (RBRC) double frame rail tube chassis, providing a lightweight and arrow-straight foundation upon which to build. The 25.1-spec backbone was outfitted with Strange Ultra double-adjustable struts up front, while an RBRC custom four-

link suspends a custom fabricated 9.5-inch rear with Strange shocks and springs. The Strange Ultra center section, 40-spline axles, and lightened gears have all been prepped to take all the abuse Sellars can dish out. And that punishment comes from a 712 ci all aluminum power plant built by Mike, Chad, and Cory Hedgecock at Eagle Racing Engines in Knoxville, TN. Starting with a Brodix extended height

www.rpm-mag.com | november2018

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november 2018 | RPM Magazine

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per·sist·ence

NO, IT ISN’T CLEAR

Some Jason Cole photographic trickery shows you just where the 712 ci Eagle Race Engines powerplant resides between the chromoly framerails and beneath the massive snorkel scoop.

alloy block, the Eagle team added a Callies crank, GRP rods, and custom top-secret pistons. A pair of aluminum Pontiac Big Chief heads were fitted with titanium valves, PAC springs, and Jesel shaftmount roller rock-

ers. The dry sump oiling system keeps things slippery, while a full MSD ignition system lights the fires. Topping the engine is a custom fabricated sheet metal intake manifold crowned with a pair (quartet?) of Holley

split Dominator carbs fully squeezed by Bob Book. And speaking of squeeze, the Camaro has been equipped with not one but two port nitrous systems—an under-plenum first stage by Induction Solutions and a soft line system up top.

www.rpm-mag.com | november2018

per·sist·ence

PURPOSE BUILT

Sellars’ Camaro relies on a 25.1C double frame rail tube chassis by Richard Boling Race Cars that sports Strange Ultra Struts up front and Strange shocks and springs out back. The low-slung stance helps the slippery shell to low-4s in the eighth.

november 2018 | RPM Magazine

Behind the spacious motor, an Abruzzi Big Shaft Mac Daddy Powerglide transmission with 180 shaft keeps things simple. A 10 ½-inch Abruzzi converter has been bolted to the SFI-approved billet flexplate, and the trans resides unfettered

and uncovered within the cockpit between the dual framerails. With the chassis and driveline fully sorted, Sellars turned his attention to the exterior of the car, where the lightweight Tim McAmis V3 Camaro replica shell was initially painted a

smooth, subtle silver monochrome. However, Sellars decided to unleash the graphic talents of Ian Hawkins at 660 Concepts to add some flash. Hawkins designed the looks-fast-standingstill faux carbon fiber, black, white, and silver scheme that was then

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www.rpm-mag.com | november2018

november 2018 | RPM Magazine

per·sist·ence

CUBES + SPRAY

The Camaro packs a spacious 712 cubic inch mill that has also been equipped with two stages of spray, including an Induction Solutions port kit an an additional soft line kit just in case Jerry decides it is really time to party.

executed by way of a full body vinyl wrap by Ed McLemore and Ian Hawkins of Red Skull Motorsports in Bluff City, TN. Rolling stock for the “Silver Bullet” consists of Mickey Thompson Pro-5 wheels with Good-

year tires all the way around. Polished 15x4 skinnies have been shod with 25x4 front runner tires fore, while matchingstyle polished 15x15 double beadlocked wheels spin 34.5x1715 slicks aft. Strange lightweight discs have

www.rpm-mag.com | november2018

perÂˇsistÂˇence

november 2018 | RPM Magazine

NO CUP HOLDERS?

This Chevy wasn’t built for comfort...it was built for speed. The dual-rail chromoly chassis and spartan interior has been cleanly wired and equipped with plenty of carbon fiber to minimize heft. been equipped at all four corners to manage stopping chores. Inside, the Camaro is all business. The RBRC cage work is on full display along with clean carbon fiber work and a gaggle of on-board electronics by MSD, Spaghetti Menders, K&R, and Racepak. A lone Racepak digital dash display rides atop a custom

fabricated perch on the steering column to show pertinent data, while a B&M Pro Bandit billet shifter controls the gear changes. The car is currently configured to run in the 4.70 Quick Outlaws and Sellars is particularly thankful for his incredible team. “I have the best crew a guy could ask for. Gary Cole tunes the

car, while his wife, Laura, helps with pictures and anything else that needs to be done,” he said. Son Bryan Sellars and Bryan’s daughter Adison also are a big part of the team and help by doing various tasks on race day. Richard and Jake Boling help with chassis set up, electronics, and other race day jobs.

www.rpm-mag.com | november2018

JERRY SELLARS’ TOP SPORTSMAN 1968 CAMARO Z/28 Chassis Type & Mods: 25.1C double frame rail tube chassis by Richard Boling Race Cars (RBRC), Seymour, TN. Suspension & Brakes: FRONT: Double-adjustable Strange Ultra struts. REAR: Custom RBRC 4-link with floater rear end on Strange shocks and springs. Body & Paint: Tim McAmis V3 body. Custom wrap designed by Ian Hawkins of 660 Concepts. Wrap by Ed McLemore and Ian Hawkins of Red Skull Motorsports in Bluff City, TN. Engine: 712 ci engine by Eagle Race Engines of Knoxville, TN. Brodix extra-height aluminum block with 4.984 bore space. Callies crankshaft with GRP aluminum rods. Pontiac Big Chief heads with titanium valves, PAC springs, and Jesel shaft rockers. Stef’s custom fabricated oil pan with Moroso dry sump system. Induction & Fuel Delivery: Custom sheet metal intake with split Dominator carbs by Bob Book. Power Adder: Two-stage custom port fogger system (Induction Solutions first stage on bottom, softline system on top. Electronics & Ignition: MSD Digital 7 ignition box, MSD HVC2 coil, Spaghetti Menders 4-stage nitrous controller, K&R delay box with 4-stage timers and Racepak V300SD. Transmission & Driveline: Abruzzi Big Shaft Mac Daddy Powerglide transmission with 180 shaft and 10 ½-inch Abruzzi converter Differential: Strange 9 ½-inch Ultra third member with lightened gears. Performance (quarter-mile): 4.29 at 173 mph. Other important info: “Car can run Top Sportsman but we decided to back it down and run the 4.70 index races. Car is capable of running 4.20’s and maybe even some low teens.”

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november 2018 | RPM Magazine

per·sist·ence

“Both Gary and Richard were former racing rivals of mine, but now we are the closest of friends. My wife, Kathy, and I have two sons, James and Josh who would also like to take a turn in

the car,” he added with a chuckle. Although victory has eluded the team so far, the car continues to get faster and more consistent over time. Sellars has claimed the number one qualifier po-

continued on page 76

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Page 68

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november 2018 | RPM Magazine

IT TAKES A VILLAGE

TOP: Sellars (right) relies upon a talented crew, including Gary Cole (left) and Gary’s wife Laura to help him campaign his silver bullet. BOTTOM: Jerry gives the purge button a quick push to evacuate the system and make for a super-cool pic.

sition at several races and made it to the quarters or semis in six consecutive races. But if this Camaro is

anything like its owner, it’s only a matter of time before it is in the winners’ circle. Persistence pays off!

www.rpm-mag.com | november2018

>> The 2018 Yellow Bullet Nationals story and photos by

Mark at goDragRacing.com

t’s been a full year since we last treated RPM readers to the Yellow Bullet Nationals spectacle at Cecil County Dragway, the host of this event since its inception. Race promoter Monty Mikho, his lovely wife Maria and his brother David have made this their home for the Labor Day extravaganza of horsepower. Lately, here in the Northeast / Mid-Atlantic states we’ve been under some of the most unstable weather conditions, mainly RAIN and scorching 98+ degree heat waves, which can make pulling off a drag race, a trick in itself. The weather patterns of 2018 meant that most were chomping at the

bit for some stable Labor Day weekend racing. With a decent forecast and the efforts of the staff at Cecil County Dragway led by Pro Nitrous driver / track manager Jim Halsey and his outstanding crew of Cathy Crouse, Dave O’Donnell, Chad Porter, Anthony Frassetto, Mark Wancowicz and many others, it looked like we would have a “record worthy” track all weekend. The build up to this race had caused a stir throughout the racing community for quite some time. Monty, after vowing never to have a Facebook account, couldn’t resist and turned to social media to pump up the event with nonstop sharing and

november 2018 | RPM Magazine

information daily. Not only did racers and fans get race info but they also learned more about the players behind the scenes like Seth Cohen, Patty Comparato DeMichele, Robert Norbeck and more who played a large part in getting Monty and Maria’s favorite part of the weekend “The Kids” games and prizes on point. The lineup included the now standard Pro Modified, Outlaw 10.5, X275, Ultra Street, Top Sportsman, 8.50 Index, 10.0 Index, Pro Dial and Super Street, plus The Warriors Outlaw Drag Racing Team that was introduced to RPM readers just a few issues ago. James “JB” Broaddus and his highly popular “No Clock Small Block”

Warriors Race Team number one qualifier Jimmy Dolan in his 2004 twin turbo “Yeti” Ford Lighting on a “Nicky Notch” tune up almost put the truck into orbit after his incredible number one qualifying pass of 4.43 @ 165mph.

www.rpmmag.com | november 2018

YB NATS series was also included for the first time. This race had major ramifications for the long-standing Outlaw 10.5 scene due to the 315 Drag Radial. Some racers were already experimenting with this tire prior to the race with excellent results. A new type of tire couldnâ&#x20AC;&#x2122;t make that much difference, right? If you agree, you were extremely mistaken. The outdated 10.5W bias ply tire may have seen its last days after the showing the racers put on with the 315 radial. Racers who were struggling to break into the 3-second zone in the eighth were now doing it somewhat with ease, or so they made it

appear. Now, I admit that I was quite curious as to how so many were picking up more than a tenth of a second â&#x20AC;&#x153;with just a tire change,â&#x20AC;? that we all knew also was part of the track prep debate for years about radials. So I went first to the source of the prep that was needed, Anthony Frassetto. Anthony explained that it was a balance of a tighter track than usual but at the same time keeping it consistent to allow the slicks to also not lose anything. It was the perfect solution for competition with no penalties for either tire. But in my opinion, there was more to it than just the

PRO MOD

Jim Halsey really has had this car running the HUGE numbers and doing it consistently. His domination at his own track and his specific class shows how determined he was to take his own title in Pro Modified.

november 2018 | RPM Magazine

Andy Jensen â&#x20AC;&#x153;The Master of Fasterâ&#x20AC;? has been extremely popular this year racing in a variety of venues. His outing at Yellow bullet proved his small block, single turbo, Liberty-shifted Jensen Racing Engines Camaro still has what it takes to lay down records, 3.65 to be exact.

www.rpmmag.com | november 2018

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YB NATS

The Chuck Ulsch Camaro has been a force since its completion last year. Chuck brings with him many years in the seat and this car has been stellar on each outing. track prep. I couldn’t help but think about how the advances in suspension technology have played a huge roll in cars getting quicker, so I went to a few or my sources, Andy Lambert of Precision Racing Suspension and to one of the most consistent racers in Outlaw 10.5, Mo Hall. Andy said that much of this was shock technology, with a completely different idea of what a radial needs over a slick. The shocks play a vital role in the way the radial car will react such as “planting the

tire” hard into the ground, with extension vs compression allowing the shock to transfer weight evenly on a 10.5 tire to allow the needed wheel speed. Mo agreed that it’s not just the tire, but also a change in rear geometry, weight distribution and how the power was applied. It’s not that hard, but it’s not that easy either (if that makes sense); changes and extensive testing gives Mo Hall his needed edge. And now, after months of debate and testing, racers had the opportunity to finally make

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www.rpmmag.com | november 2018

YB NATS some passes. Friday and Saturday qualifying were interrupted many times with an unrelenting rain. Cecil County did their best to get some rounds in, but it would only allow for smaller sessions for the sportsman classes. The pros did have better luck with clearing skies on Saturday as Motormainia TV turned on the “Live Feed” and announcers Lee Sebring, Chris Higgins and Mad Max Sherman began calling the shots from the tower all weekend until the last trophy and check were handed out.

PRO MODIFIED

In the top class of Pro Modified, the big cube, screw charged, roots blown and turbo heavy hitters took care of records hastily. When all was said and done Andy Jensen’s small block, single turbo, stick shifted Camaro loaded up the boards with an incredible 3.65 @ 204mph, they don’t call Andy “The Master of Faster” for nothing. Track manager Jim Halsey was right behind in his stellar Gene Fulton 950ci+ nitroused Camaro 3.69 @ 205. Melanie Salemi and her

The “Purple Reign” supercharged Firebird of Melanie Salemi came in as an overall favorite to win. She is a fantastic driver and the team is 100% the epitome of performance makers. Melanie could not pull off the win at the YB Nats, though.

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november 2018 | RPM Magazine

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YB NATS Back in action, Chuck Mohn makes limited appearances and when he does, he’s the popular guy with the flames pouring out of the bullhorns. We always enjoy the flaming nitrous out of the Skull Gear Racing Camaro. Last year’s champ Paolo Guist came out to repeat his win in the "Elvira" Corvette. The nasty supercharged Vette was clicking off excellent times but fell to Chuck Ulsch in the quarter finals.

husband Jon Salemi put the roots blown Strange Engineering “Purple Reign” Firebird right into the third spot with 3.72 @ 200mph out of 22 registered competitors. Jim Halsey had a little more work on his side of the ladder with some tough rounds, mainly against Chuck Ulsch’s 3.74 @ 196 in the New York Motorsports sponsored

Chuck Ulsch Racing supercharged Camaro in the semifinals. Halsey’s 3.71 @ 204 would take the win, though. Andy Jensen was pretty much gliding through his rounds as he and Halsey would meet in the finals with Halsey going on to the winner’s circle with a 3.68 @ 204 to Andy Jensen’s traction-limited early shutoff run.

november 2018 | RPM Magazine

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YB NATS OUTLAW 10.5

Upsets and records reigned supreme this weekend, like I said above the inclusion of the 315 radial showed extreme potential when the young gun of Deckers Salvage, Mike Decker III—fresh off his honeymoon with his bride Hannah—found himself with a huge record and number one qualifier spot running 3.89 @ 174. Ken Quartuccio, Jr. and the much-acclaimed Skinny Kid Race Cars C7 Corvette put up some big turbo MPH with a strong-on-bothends 3.91 @ 200

mph. Canadian Frank Pompilio is always a threat with his outstanding ’67 Mustang— so clean and street looking yet brutally fast—pulling in at number three with 3.95 @ 190. A 16-car field was set from 23 entries. Number one Mike Decker III would face off against number 16 Tommy Mauro. Decker was a bit late on the tree as Mauro began carrying the wheels the full length of the 660-foot while Decker was gaining ground. I was personally standing at the finish line

5 . 0 1 W A L OUT

november 2018 | RPM Magazine

Meet the youngest driver, just 24 years old, to take the Yellow Bullet Nationals Outlaw 10.5 title, Blake Copson. This Gary Naughton Race Cars-built Corvette powered by a Hemi was on a rope all weekend finishing up with a new personal record and a Team win. INSET: Joe Copson, his father celebrates on the line with his team as his son heads to the winner’s circle.

Again, “youth gone wild” in the form of local guy Mike Decker III, just barely 22 years old breaking records and taking names at his home track. The screwcharged Vanishing Point Race Cars Corvette has become an animal once the 315 radials were bolted on. The screaming whine and belching alcohol is a crowd pleaser on each ear-splitting pass. The family is heavily involved monthly with two extremely completive cars and Mike took the number one qualifying spot at a strong 3.89 @ 174.

Probably one of the most anticipated cars to see run at Yellow Bullet is the new C7 Corvette out of Skinny Kid Race Cars powered by a twin turbo 481x with Ken Quartuccio at the wheel. This car is by far one of the meanest to set foot in Outlaw 10.5 and even more so on the 315 radials.

www.rpmmag.com | november 2018

YB NATS It just wouldnâ&#x20AC;&#x2122;t be a Yellow Bullet Nationals without the immaculate Mustang of Frank Pompilio gracing the asphalt. He again shows his power running at the top of the pack with a car that looks more streetable than any of the others.

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Tommy Mauro, a long-time racer in many classes in the Northeast and Cecil County found himself facing a very confident number one qualifier Mike Decker III. Tommy has worked hard to keep racing with this Camaro, he’s a friend to everyone and as skill would have it, Tommy laid down an incredible 4.08 @ 197 on the back tires at the eighth-mile taking out a snoozing Mike Decker III 4.00 @ 201, surely one of Mauro’s all-time highlights of his long career. when Tommy Mauro lit his win light on the back tires riding the wheelie bar at 4.08 @ 193 on a holeshot win over Decker’s 4.00 @ 192. The margin of victory (MOV) on this very important race for Decker was a .004 second loss to Mauro. Just Wow!! Both sides of the ladder were equally tough— many of the rounds were well within a tenth or so. It would end up with somewhat of the rookie in all this with his new Gary Naughton Race Cars-built 2017 Corvette with twin turbo Hemi

www.rpmmag.com | november 2018

YB NATS

Brian Chin has gained somewhat of a cult following with his ’69 Camaro aptly named “The Juice.” Why? He’s sneaking up on the top dollar cars with excellent tuning and driving skills, plus, he leans more towards the true Outlaw 10.5 meaning of the class with a steel roof and quarter panels on a real 10.5 tire. Brian was looking for his first three-second pass but just didn’t quite get there. The flaming nitrous runs were certainly a thrill for fans.

power against Decker, Jr.’s screw-blown Hemi powered 2002 Camaro. And you can bet that Decker, Jr. has seen many a final. For the “young gun” Blake Copson, it was his first win, but didn’t come easy! This young man took on all comers with his family by his side (you may remember his father Joe Copson winning Yellow Bullet a few years ago in their Camaro). Truly a man of the times as the race was very close; Mike Decker, Jr. posted a 3.93 @ 195 to Copson’s blistering 3.92 @ 196.

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november 2018 | RPM Magazine

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www.rpmmag.com | november 2018

YB NATS

X275 Becoming somewhat a legend in the Mid-Atlantic states, Ron Rhodes of Rhodes Custom Auto has been terrorizing every X275 race for years with his Calvert-suspended BES small block powered ’68 Camaro. His entry made it possible to set the all-time small block Nitrous record on this weekend at 4.372 @ 159 pipes blazing. Ron would go on to win this event, all while staying well within his safe tune.

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november 2018 | RPM Magazine

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KINSLER Making his way down from NY, Joe Albrecht, a master hitman behind the wheel again made his presence known with his new Eddie Whelan X275 Camaro. Joe immediately took out the big players until the final where he met Ron Rhodes to end his day.

X275

Ron Rhodes has easily been the standout of the X275 races all over the country. He’s been in winners circles everywhere and tops the list for number one qualifier and a new record with a 4.37 @ 159 in the RPM MAG-featured ’68 Camaro with BES Racing Engines small block on leaf springs.

Rhodes was followed by “Mean Dean” Marinis and his BES Racing Engines big block powered Mustang with 4.30 @ 157. Meanwhile, in third was Brendan Mills’ ProCharged Mustang coming in at 4.48 @ 158. It was a large 22-car field of high-quality X275 cars entered this year courtesy of John and

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Laura Sears and their organization. Rhodes would annihilate his side of the ladder just blazing on each pass as Joe Albrecht would do the same on his side, leading these two into the final dance. Rhodes 4.43 @ 160 came out on top over a traction-limited Joe Albrecht 6.65 @ 198 mph pass.

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www.rpmmag.com | november 2018

YB NATS Brendan Mills has made great strides getting into the top three. The ProCharged Mustang has been doing excellent in this class however Mills couldn’t get past the eventual X275 runner up, Joe Albrecht.

One of the most likable racers you will find, Nicky Notch out of New York worked hard to get the ProCharged Mustang done in time to play in the X275 field but fell in the first round.

november 2018 | RPM Magazine

We all look for that one car that just makes our mouth water, this year for me it was a flawless black 1980 small block Camaro on nitrous named “Darkness” running in Ultra 275. Mike and Robin Thompson campaign this car at many events, and at the 2018 YB Nats they put some heat into the small block and posted the stout number one qualifier 4.683 @ 149. Thompson would tear through the ladder only to fall to eventual winner Joel Greathouse.

5 7 2 A R T L U ULTRA275

A crazy number of 40 cars were entered in this growing class for the 2018 YB Nats and Mike Thompson in his “Darkness” second-gen 1980 Camaro grabbed the top spot, this car is quick and gorgeous putting up a stellar 4.683 @ 149mph. Joel Greathouse, another name you associate with this class, was hot on his heels with 4.688 @ 149mph, followed by Jessie Coulter and his 91 Camaro with 4.70 @ 149. In the final, Joel Greathouse would win with a slower ET 4.688 @ 150 by way of a holeshot over Thompson in Darkness with a slightly quicker 4.667 @ 149. A great example of how a race can be won on the starting line!

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YB NATS The Pontiac-powered immaculate ’68 Firebird of Jeff Kinsler on Induction Solutions Nitrous and Calvert Suspension had a brilliant race on the weekend. The team was consistently on point but just couldn’t muster the win. Jessie Coulter is always a threat and his number three qualifying position says so. The wicked ’91 Camaro just hauls the money. Though they had the power, Coulter didn’t make it into the rounds.

One of the wildest combinations of performance and just sheer muscle is Fran Schatz’s 2007 C6 Corvette out of Race Proven Motorsports. It runs rampant through Ultra275 with LSX power topped with Holley EFI and a ProCharger to an RPM transmission. Though Schatz was eliminated in the first round, it always leaves an impression on the fans.

november 2018 | RPM Magazine

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www.rpmmag.com | november 2018

YB NATS WARRIORS

You read about the Warriors Race Team in RPM and the group was excited to run inside the Yellow Bullet Nationals this year. Big numbers and tight competition proved it. Twenty-six cars entered for the chance to be the first champion. Jimmy Dolan took number one qualifier with his “Yeti” 2004 twin turbo Ford Lighting after putting this beast on the bumper during his second pass, but his first was a new personal best of 4.43 @ 165. Mike Gerber in his green 2000 S10 on nitrous was second with 4.45 @ 162, and finally Cecil

County regular for years with his family, Tommy Romeo, sat in third, riding shotgun; his late brother Mike “115R” on his hood, with 4.49 @ 158. As usual, exciting fender to fender racing filled the day, wild wheel stands, and great finishes were plentiful, this group stole the show. Bobby DeMilt in his 84 nitrous equipped Mustang was on a rope all weekend winning with 4.56 @ 154 vs James Houston’s 64 Ford Galaxie all-motor and stick shifted (YES, I said all-motor AND stick shifted!) at an absolutely killer 4.62 @ 154mph run.

S R O I R R A W

Bobby DeMilt just kept at it all weekend until he made it to the first ever winners circle with the Warriors Race Team. This is a HUGE honor for not only the team of DeMilt’s, but the Warrior team as well.

REPLACE WITH NEW COPY

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Action was on tap from the Warriors for 2018 and their wild high-flying action was sure to capture the attention of the masses. To match the Yeti wheelstand, Gary Schaller would have to do one for the fans as the big Chevy Impala on Nitrous launched with all four tires off the ground and came down hard. While it was quite the sight to see it kept the Schaller’s out of the competition.

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www.rpmmag.com | november 2018

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YB NATS 8.50 INDEX

Only at the Yellow Bullet Nationals will you see the best of the best in 8.50 Index racing. Some of the most stock looking, street appearing, wicked mean rides competing within thousandths of a second of each other on each pass, and sixty-one entries in the class makes it even better. These

guys are truly a race highlight – big wheel stands, 165 MPH plus in the quarter-mile is just plain fun to watch! Daniel Lutz Jr. in his stunning black 68 Camaro on nitrous went from the qualified position of number twenty-two into the final to a double breakout 8.488 holeshot win against Chad Baily.

Number two Warrior qualifier Mike Gerber showed up to do some damage with this immaculate little S10. Though he couldn’t get through the rounds it’s a very exciting ride to watch. Tommy Romeo brings his Nova into the Warrior rounds against Joann Feliciano of New York with his late brother Mike’s number “115R” on the scoop he was with Tommy on each pass as he qualified at number three.

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YB NATS

X E D N I 0 5 . 8

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Truly the class that has everything you want, like the winner Dan Lutz’s ’68 Camaro. This stunning all-steel Camaro is as clean as it is quick, taking the winners’ circle and big cash for his first time on a double breakout against Chad Baily. Long time competitor Mike Pyott and his screaming Camaro always put on the show for the fans. The Yellow Bullet sticker on its side shows his commitment to the class. Look out Pontiac fans, former 2016 Yellow Bullet 8.50 Champion Jonny M Thomsen, Jr. was back at it putting the gorgeous Firebird in the air on each pass.

www.rpmmag.com | november 2018

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YB NATS A recent feature in the pages of RPM Magazine, the Strange Engineering, Fonse Performance, Dylan’s RV and Verocious Performance sponsored Mustang heads straight for you on his way to a win on this pass. Fonse just couldn’t get into the tough winners circle this year, though.

Young Bill Verzilli has been a rock to all the index racers since he was a child. He’s been on the track helping and now pilots his father’s well known ’69 Camaro to 8.50s with ease. This father and son team has been in this class since its inception and fell in the first round to eventual winner Dan Lutz.

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YB NATS

OCK BLOCK NO CLM S ALL

TOP RTSMAN SPO Vonnie Mills in the heat of Top Sportsman battles, was one of the two that could not finish the finals due to weather conditions during their eliminations.

James “JB” Broaddus brought his “No Clock Small Block” class to the YB Nats this year to give a little grudge flavor to the event. It came down to a great grudge race between Aria Connelly “Mz Hyde” taking the win in her nitrous-powered Mustang and a stack of cash over opponent Lee Thornberg.

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

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

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X E D N I 0 . 10 With all these cars how could two Firebirds end up in the 10.0 Index finals? Michael Copenhaver waded through 33 cars to get to the finals in his Pontiac Firebird against Ed Riordan Jr. in his 1969 Firebird.

www.rpmmag.com | november 2018

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YB NATS

Crowds of people were filling the stands, the fence line and starting line of the 2018 YB Nats!

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november 2018 | RPM Magazine

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The team at Cecil County did all they could to put on a stellar show. RPM Magazine would like to thank them for how well the crew welcomed us as guests. Pictured is track manager and pro mod champion Jim Halsey, race starter Anthony Frassetto and burnout box man Mark Wancowicz.

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YB NATS Seth Cohen & Monty

Patty Comparato DeMichele You may think it’s a drag race, but deep down inside it’s just a passion for giving from Monty and Maria to the kids. Early morning wake ups and the kids are ready to for the toy toss. Good friends Seth Cohen and Patty Comparato DeMichele are unequaled in their devotion to this part of the weekend’s events

Monty & Maria

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SPECIAKLS THAN From the Editor

veryone here at RPM, in particular myself and my wife Trish Biro, would like to take this opportunity to thank a special contributor, Mark Tinari, AKA Mark Walker, AKA goDragRacing

Tara Bowker photo

During the final celebrations of the 2018 Yellow Bullet Nationals, our story author and ace shooter very humbly accepts a token of our appreciation from Monty for everything he has done for the performance and race industry.

Mark. Mark has been sharing his talent along with his unending dedication to all things horsepower with us, and all of you, for many years. If you have read this article you, understand how. When it comes to drag racing,

there are very few that can measure up to the gifts that Mark has shared with millions of people through his photography and knowledge. He knows fast cars and knows how to photograph them. This, in addition to his overall enthusiasm and selfless work ethic, has made him a leader in drag race photography and hardcore knowledge of most anything to do with fast drag cars. Mark was posting drag racing on the internet pretty much the day the

Tara Bowker photo

www.rpmmag.com | november 2018

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YB NATS internet “switch” was flipped and continues to do so today. He partnered in starting the goDragRacing forum which grew uncontrollably for many years. And even though he sometimes butted heads with others involved in the sport, he always puts the good of the racers first and perseveres to get the job done. Mark reached out to RPM several years ago, (I am going to guess at least 15), when we were a young, broke startup magazine with a simple vision to bring back the heyday of badass cars owned by people like you

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and I in a mainstream car mag. He offered his assistance…no conditions, no strings, and literally asked for nothing in return (including any type of compensation, which was good because we were that young, broke startup mag swimming in the pond with some pretty big fish), other than our help in getting the drag racers and their cars into the mainstream media. As an Editor, I have a saying that every photo can look great on the web, but only the good shooter’s work looks great in print, and Mark is definitely the latter. I will never

november 2018 | RPM Magazine

forget his first cover shot: a black Chevelle yankin’ the wheels so high that all four were off the ground…it was insane! I believe it was from the Orlando Real World Street Nationals, an event that fathered most every street car and outlaw drag race event of today. He lobbied us relentlessly to get coverage for the Shakedown At E Town long before there were any fans in the stands, and has continued without missing a beat to supply RPM with features and event coverage that is completely off the wall cool. He chooses only

specific events to cover and fits in a special feature car shoot when time permits, and has still never asked for anything in return. Over the years, as we have grown, we have had to find creative ways to show our appreciation to Mark as he simply will not take anything from us for his work... his answer has always been the same... “I do it for the sport, the racers and for you and Trish.” In saying that, everyone reading this should understand that not only does Mark (and every other race photographer out there) spend long

hours at the track shooting, they then spend more long hours going through those photos to find the right ones to share. From there, super-fanatic hardcore race photogs like Mark spend at least a dozen more hours creating a story to go with those photos... definitely not an easy task. So Mark, a huge thanks from all of us and here’s to many more years of doing what you do best for the drag racers of the world...making them look the best that they can be and sharing their stories. Stay well my friend!

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PowerBond Street Series Balancers

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