March 2024 RPM Magazine

STRAIGHT-WEIGHT PERFORMANCE

HIGH PERFORMANCE MINERAL DRAG RACING OIL

Mineral based engine oil designed to enable maximum power while providing ultimate protection under the most severe race conditions.

• Unique friction modifier system enables maximum power output

• “Stay-in-place” chemistry and 2X Zinc anti-wear system provide lasting protection

• High quality base stocks enable effective ring seal

• Advanced, proprietary additive system keeps your engine clean

• Designed to prevent separation caused by fuel dilution

• Available in 50WT, 60WT & 70WT

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Story by Jack Dubois Photos By Jerry Garrison

Incaseyouhave beenhiding underarockthe lastfewyears, itseemsthat mosteverycar everywhereis boosted.

Well, we at RPM still love nitrous and so do guys like Jim Penner. Bang for the buck, it’s hard to beat, and with companies finding new and innovative ways to make more power, and do it safely, there are cars out there kickin’ ass and takin’ names running the sauce!

Penner has raced some thing pretty much his entire life. You name it; BMX bikes, jet skis, cars, and drag boats, and started building his first hot rod in 1982 at just 14 years old. His dad wasn’t a car guy and Jim didn’t have the education at that age to comprehend what he had taken on. It was a tough build, completed a year and half later… and sold two days after that! Soon after, Jim turned up a 1969 SS 396 car with a seized motor from a local ad and

traded an old 30.06 deer ri fle for it. “I took the rocker covers off to check it out, pulled the bent push rod out and drove it home,” Penner laughed. “And the following week we were off racing at Orange County International Raceway.” When the Orange County dragstrip closed, Jim hit the streets for action and got in a little trouble along the way, eventually selling the cars and moving to Oklahoma to help out on his grandfather’s ranch.

It’s an addiction no doubt, but when handled correctly it is a healthy one!

Yesterday’s Looks, Today’s Horsepower.

Trick Flow’s DHC™ 200 aluminum cylinder heads for small block Chevy feature exterior touches like straight spark plug holes and raised markings on the ends just like the legendary OE double hump heads. On the inside though, it’s all modern CNC-ported goodness. New 64cc CNC-profiled combustion chambers and 2.055" intake valves combined with Trick Flow’s CNC Street Porting process deliver big increases in high-RPM power and torque. You even get to choose if you want drilled accessory holes or not for the correct classic Chevy look!

Your Formula for Small Block Chevy Performance!

New heads are just one element of the horsepower formula. To make it complete, you’re going to need some other components.

Track Max® Camshafts

Give your small Chevy an even bigger power boost with a Track Max camshaft. Available in several flat tappet and roller designs up to 246°/254° duration and .555"/.555" of lift, they are dyno proven to produce significant power increases over the entire RPM range.

Retro-Fit Hydraulic Roller Lifters

These affordable retro-fit roller lifters permit roller camshaft conversions to be made in engines originally equipped with hydraulic flat tappet cams. The lifters are manufactured to factory tolerances for an exact fit and to provide precise oil control to keep your engine running smoothly. Sold in sets of 16.

Roller Rocker Arms

Finish off the horsepower recipe with aluminum roller rocker arms. Each set includes lightweight aluminum CNC machined rocker arm bodies with premium needle-bearing fulcrums and roller tips to reduce valvetrain weight and friction.

Before long, Jim was competitively team roping cattle, but still had the itch for going fast. Not wanting to get into more trouble, he opted for drag boats which lasted a few years until he found an 8.50-certified Camaro and hit the strip once again. The car was nice, too nice to cut up, and wanting to go faster, Jim sold it and found this 1963 Nova, affectionately named “Jezebel”.

The only problem was that the deal almost didn’t happen. “The Nova had been around for a while and had always been quick. I knew the car and made a deal to buy it, but the seller backed out.

Orangeisthenewred...

Jim Penner’s cool first gen Nova pops in the sunlight and the deep orange paint flips between orange and almost red, depending on the light. The black roof, trim, bumpers and stripes set the package off.

A while later, when my Camaro was actually being sold, I thought I’d give it another shot and called the owner back. He changed his mind and decided to sell it to meand I was at his house the next morning picking it up. When I got there the car was in a 100 parts with no wiring left at all. I handed him $20,000 and two hours later we had the trailer and truck full!”

The Nova still has steel quarter panels, roof and doors and a fiberglass hood, trunk lid and fenders have been installed. The slick orange metallic paint was sprayed by Michael Dewey.

The nearly level stance with the rear meats tucked up under those tiny wheelwells is the result of carefully planning the rear backhalf ladder bar/ coilover setup in conjunction with the front round tube chassis strut design

A Dart 10.2 tall deck big block was used along with a Callies crank, K1 rods and JE pistons. 375X Pro-Filer heads and a Pro-Filer Sniper intake with 1150 Holley Dominator carb make up the top end.

Chassis-wise, the car has been backhalved and tubbed and a ladder bar/ coilover setup with Afterworks double adjustable shocks out back suspends a built 12-bolt with 35 spline spool and axles and 3.73 gear. The front section has been swapped to

tube-chassis/struts and you’ll find a host of Racecraft parts, tubular lower control arms, rack and pinion steering and struts by Afterworks. Extensive cage work snakes its way through the interior of the Nova and includes a Funny Car style driver hoop.

A single Edelbrock direct port nitrous system that is microswitch activated was installed and is used when Jim switches from running timed events to his usual No-Time/ No-Prep heads-up action

Jim used factory door panels and covered the original dash with a carbon overlay for a slick modern take on the antique dash. Aside from that, the interior boasts carbon tubs and filler

panels, a full array of gauges and electronics affixed to a custom panel on the passenger side door bars. Jim has power windows in the Nova, something he says comes in pretty handy on those

The Nova’s mill came in at a healthy 598 cubic inches and an ear-splitting 14:1 compression!

Jim Penner’s Nitrous Big Block 1963 Chevy Nova

■ Body & Paint:

Orange metallic by Michael Dewey.

■ Chassis Modifications:

Back-half with carbon tubs.

■ Suspension:

Front is Smith Racecraft front end strut with tubular lower control arms and mid-travel struts by Afterworks. Rear is Ladder bar coilover with Afterworks shocks.

■ Engine:

Dart 10.2 tall deck big block, 4.600 bore, 14-1 compression. Engine is 598 cubic inches.

■ Rotating Assembly:

Callies crank, K1 rods and JE pistons.

■ Cylinder Heads:

375X Profiler heads, T&D shaft rockers, PAC springs and titanium valves

■ Induction & Fuel Delivery:

Profiler Sniper intake, 1150 Holley with a Magnafuel 500 pump and fuel system.

■ Power Adder:

Single Edelbrock direct port nitrous kit.

■ Transmission:

Chino Hills Transmission turbo 400 3 speed with a Coan 1st - 2nd gear leave. Greg at Chino Hills set us up with the Converter Shop in Havasu AZ to build us a 10.5 converter to handle the nitrous.

■ Rear:

Built 12 bolt with a spool, 3.73 gears and 35 spline axles.

■ Tires & Wheels:

Fronts are 15” Welds with M/T Frontrunners and the rear are RC Components or Winlite wheels.

■ Interior:

Gauges are Autometer, Momo steering wheel, Precision Performance Products shifter, race seat and all the safety equipment is Stroud. The chute is Simpson.

■ ET & MPH:

N/T No-Prep car.

■ Most Unique Feature(s):

Oddly, the electric windows are nice on the hot days in the staging lanes.

■ Special Reason For Build:

I have always wanted a first generation Nova. I followed this car for a bit before I was able to buy it.

■ Build Timeline:

Two years and still working on it.

■ Most Memorable Experience To Date:

The time we took the car to the FU, it is a well-known street that is tough to get down. We did pretty well…I sure miss the streets.

■ Thanks To:

Socal Nitrous & Race Fuel Sponsor.

Chino Hills Transmission Sponsor. Fuel Factory - Sponsor.

NPB Racing - Sponsor.

My crew David McKinley & Jennifer Penner. Mike Saiki for all the help he has given us along the way. Without Mike we would not have come as far as we did, he has helped our program from the start.

Serious weight distribution and management helps the Nova hook and go on any surface. Penner will play with weight depending on whether he is running prepped/timed or no-prep action, with the nitrous off or armed, and of course the track surface itself in any scenario.

Here’s something you don’t see very often, a 12-bolt in a nitrous car. The GM rear diff sports a 35 spline spool and axles with 3.73 gear and is suspended by a ladder bar/ coilover setup. The strut front was built with a host of Racecraft parts, tubular lower control arms, rack and pinion steering and struts by Afterworks.

hot days lined up in a West Coast staging lane waiting for the next pass.

A Dart 10.2 tall deck big block was used as the base for Jim’s 14:1 compression 598 cubic inch Rat. A Callies crank, K1 rods and JE pistons spin inside and a

pair 375X Pro-Filer heads with T&D shaft rockers, PAC springs and titanium valves were installed and the capabple mill is topped with a Pro-Filer Sniper intake and 1150 Holley Dominator fed by a Magnafuel fuel system.

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Inside the Nova cage includes a Funny Car style driver hoop and a few hints of first gen Nova remain, including factory door panels and dash. The dash is covered with a cool carbon overlay for a modern look. Carbon tubs and filler panels were also used and a full array of traditional gauges provide engine vital signs. Power windows come in handy on hot West Coast days and are one of Jim’s favorite things inside the Nova.

A Chino Hills Transmission turbo 400

3 speed with Converter Shop 10.5 nitrous-spec converter backs the big block and is shifted through a PPP shifter.

nitrous system was installed and is used when Jim switches from running timed events to his usual NoTime/No-Prep heads-up action.

A Chino Hills Transmission turbo 400 3 speed with a Coan 1st and 2nd gear leave backs the juiced big block and Greg at Chino Hills set Penner up with the Converter Shop in Havasu AZ to build a 10.5 converter to handle

Penner had always wanted a first gen Nova and it has taken him 2 years to build this one into a strong performer, and he’s still working on getting the max effort out of it. Being primarily a NoTime car, we don’t know the capabilities of the car, but rest assured, with the nitrous armed it can get the job done on either a prepped or no-prep surface.

From left - David Mckinly Crew Chief. “David tunes the car, and always keeps me safe, if he sees a problem with the lane, he will not send the car regardless of the track officials.” Jennifer Penner. “My wife for 30 years. Jen runs the burnout switch and turns the bottle on when we’re running nitrous. But truly I could not list all the items she does for me.” Jim Penner driver, builder.

Rusty Theobald’s 1950 Chevy 5-Window Pickup

From

Driving a wicked tubbed-and-blown street machine isn’t for the faint of heart. It is often a taxing experience where you are constantly monitoring gauges, listening to every squeak and rattle, and smelling for telltale signs of im pending doom like fuel, other fluids, and signs of heat and fire. And then there’s the ever-pres ent fear that the local authorities might take exception to one or more of your ride’s cool modifications.

For Midland, Texas resident Rusty Theo bald, piloting his sinister 1950 Chevy 5-window pro streeter around West Texas is always an adventure. But unlike most of us, he has no need to fear the law.

He is the law.

36 March 2024 | 25 Years Of RPM Magazine

A miles-deep black basecoat/clearcoat paint job covers the expertly prepped factory sheet metal, the lone exception being a pin-on fiberglass hood

First up, a nasty blown Rat motor was fitted together by Mike Cook in Stanton, Texas.

The iron 454 block was poked and stroked to a more spacious 502 cubic inches with the help of an Eagle forged steel crank, Eagle H-beam connecting rods, and Aries 8.5:1 blower slugs. A COMP Cams roller blower cam was installed, and a pair of Brodix heads equipped with Comp roller rockers were fully ported and polished before being torqued into place.

Induction is a classic 8-71 Roots blower from Weiand with a pair of Quick Fuel E-85 blower carbs fed by a MagnaFuel electric pump. Topping the blingy and breathy tower of forced induction intimidation is an equally impressive polished aluminum Enderle Big-N-Ugly injection scoop adapted for dual carb duty. Ignition is managed by an MSD 6AL box with a Pro Billet distributor. A pair of custom-built stainless headers with 4-inch exhaust and dual FlowMaster mufflers route spent gases rearward while keeping the roar to a barely-legal throb—even at idle.

Backing the 1,100 hp mill is a fortified GM Turbo 400 trans with a manual reverse valve body. A PTC 5,500 stall converter helps the blown Rat behave well on the street without compromising the hook on the track. Theobald also opted to beef up the rest of the drivetrain to keep up with the new power. The narrowed 9-inch housing was upgraded with Moser 40-spline gun-drilled axles and Moser 4.56 gears.

With all the focus on making the truck go faster, Deputy Theobald decided it would be wise to update the truck’s brakes, too. He added a 4-corner disc setup and a Simpson chute to add some assistance in the event the new binders need some help on the top end (Theobald says the truck has cranked off a best of 8.69 in the quarter).

Induction is a classic 8-71 Roots blower from Weiand with a pair of Quick Fuel E-85 blower carbs fed by a MagnaFuel electric pump.

■ Chassis Type & Mods:

2x3-inch square tube backhalf with custom ladder bars. 1970 Chevy Nova front subframe.

■ Suspension & Brakes:

Front: Strange single-adjustable shocks. Aerospace disc brakes.

Rear: Custom ladder bar setup with Strange double-adjustable shocks. Aerospace disc brakes.

■ Body & Paint:

Custom fiberglass hood and fabricated rear wing with otherwise stock GM factory sheetmetal. PPG jet black basecoat/clearcoat paint.

■ Engine:

502 ci BBC built by Mike Cook of Stanton, Texas. GM block with Brodix heads. Aries 8.5:1 pistons with Eagle H-beam connecting rods and forged Eagle stroker crankshaft. COMP Cams roller blower camshaft with COMP lifters and COMP roller rocker arms. ARP fasteners. Milodon 8-quart oil pan, Mezeire electric water pump, and Champion aluminum radiator.

■ Power Adder And Fuel Delivery: Polished Weiand 8-71 supercharger with dual Quick Fuel E-85 750 CFM carbs. Polished Enderle Big-n-Ugly scoop. MagnaFuel electric fuel pump.

■ Electronics & Ignition:

MSD 6AL box with MSD Pro Billet distributor and MSD plug wires.

■ Exhaust:

Custom-built stainless headers with 4-inch exhaust and FlowMaster mufflers.

■ Transmission:

GM Turbo 400 with manual reverse valve body and PTC 5,500 converter.

■ Differential:

Narrowed Ford 9-inch rearend with Moser 40-spline gun drilled axles and 4.56 gears.

■ Tires & Wheels:

Front: 15x5 Weld Racing Magnum Drag 2.0 wheels with 4.5x15-inch Mickey Thompson Front Runner tires. Rear: 15x15 Weld Racing Magnum 2.0 wheels with 33x22.5-15 Mickey Thompson ET Street tires.

■ Performance:

1,100 horsepower @ 7,000 rpm, 900 ft./lbs of torque.

Other updates came in the interior, where a pair of cloth covered racing buckets, a billet steering wheel, and a quartet of aftermarket gauges contrast nicely with the well-preserved factory steel Chevy dashboard. A B&M Pro Ratchet shifter and an on-board fire extinguisher have both been mounted to the carpeted trans tunnel, while custom flamed door panels add an additional custom touch. Meanwhile, the cleanly fabricated cage with funny car supports adds safety, and the matching black color keeps it classy.

“If I had it to do over, I’d probably go with a different color,” Theobald said. “Black is too hard to keep clean.” In the dust of West Texas, that’s no doubt true.

So the next time you feel the sudden pierce of blue and red lights in your rear view while you’re piloting your mostly-legal ride on the street, you better hope the officer stopping you is as cool as Randy Theobald.

Maybe he’ll let you off with a warning.

Story by Jack Dubois Photos By Blake Farnan

When Lenny Farinacci purchased his first car at the age of 16, a 1966 Chevelle, he had no idea that he would eventually own this slick carbonbodied Corvette.

That Chevelle was a 12-second street car, which was quick for the 1980s and more than enough car to get Lenny into street racing just 2 weeks after getting his license! He soon found a group of like-minded friends and together they ran the streets and tried their best to avoid the law.

By the time he went to college, Farinacci’s street racing days were done and by 1991 he and good friend Al Blanchard decided to put a race team together to run Dirt Modified, with Al at the helm. After the pair sold the dirt racing operation 5 years later, Lenny’s need for speed took him in yet another direction, offshore boating. “I started with offshore boats in 1999 and was maintaining twin big block Chevys, which, in such a small space, is a chal lenge!” he said.

Corvette Pro Mod –TimeStamp

“After 17 years of running the lakes, it was time for some more speed and at age 50 I decided to make the move and adventure into drag racing.”

Pro Mods were Lenny’s first choice as he loved the look and sound of the top-level doorslammers, so he and his new team went searching for the right car.

“We ended up at Al Billes’ shop in Barrie, Ontario and with just a relatively short look at the car, we had no doubt it was the one. Four hours later, we were heading home with a top quality, well taken care of race car.”

A few weeks later the team sourced a motor and got to work on making a solid combination for Farinacci to get his feet wet in the world of drag racing. “I have to admit that as the car was coming to completion, so were my doubts on piloting it. These are really big shoes to fill with little to no experience at this level of drag racing.”

Lenny’s learning curve would be nearly straight up as once the car was completed he needed to know it and get as much seat time as possible, all while shaking-down a completely new power combination in the Vette.

Lenny Farinacci’s Pro Mod level Corvette is show stopping as well as being a capable performer on the dragstrip! The body is a full carbon fiber piece, complete with pinon 1965/66 Corvette big block style hood. Custom paint was expertly completed by none other than renowned paint artist Scott Jahren out of Tonawanda, NY.

Moving forward, the team had one thing in-check before they even hit the track and that was the car itself. The Corvette had pedigree, already being tried and tested running numerous NHRA events and winning several races with drivers including Kenny Lang, Tommy D’Aprille, Pete Farber, Al Billes and Carl Spiering. In fact, the car’s best run as of Lenny’s purchase was 5.82 at 254 mph in the ¼-mile with an Al Billes Hemi powerplant.

...I was surprised with the power and the violence the car had...

Lenny Farinacci

Lenny Farinacci (right) with crew member and friend Joe Coco.

For Lenny’s debut, the car was outfitted with a blown big block Chevy and Powerglide transmission. The Chevy mill was taken to Al and Andrew Blanchard at New Generation Racing Engines to ensure it was up to the task, and before long Lenny was behind the wheel. “With the combined efforts of New Generation and I along with a complete machine shop with dyno services, we knew there was no

reason not to have a winning combination,” Lenny continued. “My first time testing was September 2020 at St. Thomas Dragway. I was surprised with the power and the violence the car had. And honestly, after 3 attempts, I was really not too sure about this!” By fall 2022, after several shakedown runs for the car and driver, Lenny’s education and comfort level were getting to where they needed to be.

It takes a village….From left to right: Joe Coco, Jerry Gilligan, Lenny Farinacci, Tracey Inksater, Jeff Bridges, Charlie Boyle and Al Blanchard.

A Callies Stealth crank spins R&R rods and forged Bill Miller pistons with Total Seal rings inside a Dart Big M block. A Comp Cams camshaft was paired with Isky lifters and Dart 360 aluminum heads were studded in place to complete the long block. The total package measures out to 515 cubic inches..

“We finally found the sweet spot and made 2 full passes,” he said. “It was then that I knew that the task of driving this beast would be achievable.”

The car was built in 2008 and boasts a full double frame rail chromoly chassis

SPEED SAUCE T M PLUS

INJECTION FLUID

Speed Sauce Plus water-ethanol mix comes premixed and ready to use straight from the bottle. Its 20/80 water/ethanol blend delivers more power per gallon. This ethanol-based fluid is not only less corrosive to fuel systems than methanol-based fluids but also safer to handle due to its lower toxicity.

• Provides 4% more power compared to methanol-based injection fluids

• Produces up to 15% more horsepower/torque than stock, with proper tuning

• Delivers added octane when needed thanks to the ethanol’s >115 octane rating

• Less corrosive than methanol version

The body is a full McAmis carbon fiber piece, complete with pin-on 1965/66 Corvette big block style hood. Custom paint was expertly completed by none other than renowned paint artist Scott Jahren of Tonawanda, NY.

That big block Chevy they slid between the rails of the Vette started with a Dart Big M block. A Callies Stealth crank spins R&R rods and 4.500 forged aluminum Bill Miller pistons with Total Seal rings.

Lenny Farinacci’s 1963 Chevrolet Corvette Pro Mod/Index Car

■ Body & Paint:

Built in 2008 with Tim McAmis carbon fiber body and painted by Scott Jahren (Tonawanda, NY)

■ Chassis Mods:

Double frame rail chromoly chassis with 2” front stagger.

■ Suspension:

Front – Strut with JRi adjustable shock cores.

Rear – 4 link with wishbone along with Santhuff double adjustable coilovers.

■ Engine:

Dart BBC Big M block, 515 ci. BME pistons, Comp Cam, Isky lifters.

■ Rotating Assembly:

Callies Stealth crank, R&R rods and 4.500 aluminum Bill Miller pistons with Total Seal piston rings.

■ Cylinder Heads:

Dart 360 Aluminum heads, T&D shaft rockers, Pac springs, Ferrea SS valves, Trend pushrods.

■ Induction & Fuel:

BDS aluminum blower Intake, Enderle 110 pump, mechanical fuel injection and, Big and Ugly injection hat.

■ Power Adder:

1471 Littlefield LB-22

■ Transmission:

2 speed Powerglide, Reid case, Probell aluminum bellhousing, 5500 converter. All work done by Hutch at Hutch’s Transmission.

■ Rear:

Tim McAmis custom sheet metal housing, full floater 40 spline axles and center section with 4.30 gear.

■ Tires & Wheels:

American Racing double beadlock aluminum wheels with 34.5 x 16 x 17 slicks in rear with matching American Racing spindle mount up front with Goodyear Eagle front tires.

■ Interior:

Racepak dash, B&M Pro Bandit with Biondo electric shifter, ISP poured seat and head surround, Impact 7-pt harness, 20lb fire bottles, NHRA safety shutoff, dual Stroud chutes, Momo steering wheel.

■ ET & MPH:

4.34 sec at 166 mph in the 1/8 mile. Car is currently setup to run a 4.50 index.

■ Most Unique Feature(s):

The way the car performs in a very consistent manner. The lightweight components; carbon fiber, titanium and composite materials.

■ Special Reason For Build:

I always loved being at the drag races in the pits watching and wishing to be a part of a team and work on Pro Mod style cars. Now I can apply my knowledge maintaining my own car and a new endeavour piloting this violent machine.

■ Build Timeline:

After purchasing the car it was 2 years before hitting the track – December 2017 to September 2020.

■ Most Memorable Experience:

Putting the car in the Winner’s Circle in my second and third race of my rookie year, followed by leading the team to the Championship podium. Another favourite memory is of a young boy giving me a fist bump and telling me that I had a really cool looking Pro Mod. He definitely doesn’t know the impact he had on me to succeed at a higher level. Thanks kid!

■ History:

I am a new driver however this car has an amazing history. This Corvette ran numerous NHRA events, winning several with drivers including Kenny Lang (Summit Racing), Tommy D’Aprille, Pete Farber, Al Billes and Carl Spiering. The car’s best run to date is a 5.82 @ 254 mph ¼ mile with an Al Billes Hemi power plant.

■ Thanks to:

My wife Tracey for the help at home, on the car, the support and keeping the crew well fed. To my Crew Chief, Joe Coco for being by my side leading the team in a professional direction. He is definitely the heart of the operation. This is the guy that makes me feel safe and confident driving the car. Being a new driver, Joe made the job so much easier. Thanks Joe Coco!!

Thanks to the rest of the crew: Gerry Gilligan, Al Blanchard, Jeff Bridges, Trevor Dell, Charlie Boyle and Phil Leemet. This crew has serious determination for success at the highest level of competition.

Thanks to

- New Generation Racing Engines for keeping the mill running strong

- Tim McAmis Race Cars for supplying parts and information

- WCR Custom Fab and Welding

- Bicknel Racing Products for oil, fuel, tires and parts

- Hitchman Trailers for supplying all of our trailer needs

- Toronto Motorsport Park for supplying a great race surface and helping with the teams' needs

- Ian Hill for helping out with the lead in the right direction and running a series to compete in.

The total package measures out to 515 cubic inches. Dart 360 aluminum heads are equipped with T&D shaft rockers, Pac springs, Ferrea stainless valves and Trend pushrods that take commands from a Comp Cams bumpstick and Isky lifters. Boost for the competent Rat is supplied by a 1471 Littlefield LB-22 blower. The LB22 provides optimal initial boost for low overdrive applications which fits well with Lenny easing into this level of drag racing.

Boost is supplied by a 1471 Littlefield LB-22 blower on a BDS aluminum blower Intake, and fuel is fed by a mechanical fuel injection system with Enderle 110 pump and Big and Ugly hat.

Carbon wheel tub and panel work was completed throughout and the Reid-cased ‘Glide with polished bellhousing rides shotgun.

The supercharger sits on a BDS aluminum blower Intake, and fuel is fed by a mechanical fuel injection system with Enderle 110 pump and Big and Ugly hat. All things being equal, the team should be able to confidently turn up the power wick as needed down the road.

Being a Pro Mod level ride, inside the Corvette is made for competition with a Racepak dash as the centerpiece and an air-shifted B&M Pro Bandit shifter controlling the Hutch’s Transmission-built, Reid cased 2 speed Powerglide with Probell aluminum bellhousing and 5500 converter.

Harnessing the Competitive Edge

5/8" WHEEL STUD KITS

½" SOCKET HEAD WHEEL STUD WITH BULLET NOSE

VANESSA FLANAGAN

OPEN OUTLAW RACING

LUG NUT KITS (5 PC)

The Vette’s skeleton consists of a full double frame rail chromoly chassis with 2-inch front stagger and custom fabricated strut front end with rack and pinion steering. A 4-link with wishbone and double adjustable coilovers suspends a fabricated sheet metal housing with full floater 40 spline axles and 4.30 gear out back.

Inside, the Corvette is made for competition with the chromoly cage snaking its way through the interior. A Racepak dash collects data and relays it to the driver while an air-shifted B&M Pro Bandit shifter controls gear changes of the Powerglide trans.

The pristine Corvette rolls on American Racing double beadlocked aluminum wheels with 34.5x16x17 Hoosier rear slicks and matching spindle mounts up front with Goodyear Eagle tires.

After those initial growing pains and uncertainties, Lenny became at home in the Corvette and his team took him to levels he never thought possible. They started by taking on the 4.50 1/8-mile index class and saw near instant results.

Lenny admits that after his initial runs in the car he had some doubts in his ability to pilot a machine at this level. All that was laid to rest however after winning the second and third race of his rookie year, followed by taking the 4.50 Index Championship. And they have only scratched the surface of what this well-pedigreed chassis is capable of with Farinacci’s strong new power combo and solid team behind it. The Corvette ProMod/Index car that Rocks!

“Putting the car in the Winner’s Circle in the second and third race of my rookie year, followed by leading the team to the Championship podium was unbelievable. This is something that we will never forget,” he added.

As proof positive that

a total package approach is effective in motorsports, with the right car, power combination and a professional well-oiled team, Lenny Farinacci found his own sweet spot in the driver’s seat of his new Corvette and made his dreams come true.

Adam Bastarache bought his 2001 Ford Mustang simply because it was his favourite year of the iconic muscle car. That, and because it had a monster turbo on it and went like a bat outta hell…or at least it felt like it did at the time. One thing is for sure, compared to other Mustangs on the road, it was definitely a handful.

Adam had the need for speed since the day he got his driver’s licence and went through a number of cars until he found this one in 2010. He

was modifying his rides to make them quicker and faster and enjoyed action on the street and strip, but eventually wanted to build a solid, more purpose-built race car. His previous 2004 was an original Mustang Cobra street car that made 700 rwhp, but it was just too nice to make into a race car. This one however, was the perfect candidate. It was a less rare street car and along with the big 101mm turbo and its associated equipment, it had a 6-speed stick, but the interior and body were for the most part, factory. It didn’t even have a roll bar, let alone a cage.

It wasn’t long before the itch to go seriously fast got hold of Adam and building his latest ’04 started in earnest. First, something had to be done for safety, so a 25.5 certified cage was fabricated and along with it a BS3 computer with AMS boost controller was added. And every year from that point on Adam just kept upgrading and improving the combination to eventually be what it is now. It took 13 years and pretty much the only thing that has remained constant is that it has always been a turbocharged combination.

Through the years of upgrades, Bastarache would bring the Mustang out for a fresh new season of racing in Canada and the US and along the way he took several wins and set numerous class and ET and MPH records at home in Canada. He was also one of the earlier racers there to run the drag radial tire and stick with it over the years. “We raced a lot at home and also competed in X275 at the Yellow Bullet Nationals and the Shakedown at Summit Motorsports Park among others.

Unlike a lot of cars at this level, this Mustang still retains a number of factory features including the OEM body and stock steel fenders. Adam only recently swapped out the factory doors in 2023 to carbon units to lighten the car for NoTime 28-inch tire racing.

What’s Old Is New if you haven’t read it yet!

Over the coming months we will be hosting some of our past issues of RPM Magazine in this section.  If you haven’t read them yet, they are new to you!  If you have, maybe there’s a favourite car/story you want to read again….here they are!

Adam Bastarache bought his 2001 Ford Mustang simply because it was his favourite year of the iconic muscle car. That and because it had a monster turbo on it and went like a bat outta hell…or at least it felt like it did at the time. Now, after 13 years of continuous upgrades and mods, running 4.30s in the 1/8, it truly is a wild horse!

"This made for some great memories, like pitting beside Billy Glidden, or when I did a huge wheelie with all four tires off the ground when I was first figuring out how to run fast on radials with no wheelie bars. One of the best experiences was running the World Cup Finals in 2019. We qualified 4th with a 6.77 @ 208 and after that picked

up my first sponsor, Fueltech,” Adam explained.

Unlike a lot of cars at this level, this Mustang still retains a number of factory features including the OEM body and stock steel fenders. Adam only recently swapped out the factory doors in 2023 to carbon units to lighten the car for No-Time 28-inch tire racing.

Adam's daughter Alexis helps with building the engine and maintaining the car in their shop at home.

A carbon front bumper was installed along with carbon wing and Optic Armor front and rear windows. The blue with pearl paint is a custom color completed a number of years back, and local racer and well-known body/ paint Ace, Jay Gallant, painted

the doors to match.

The car was mini tubbed and runs a “stock style” rear suspension with coilover shocks, aftermarket torque boxes and anti-roll bar that suspends a Team Z braced 9-inch housing with 40 spline spool and axles.

Up front a Racecraft 2” drop K-member is used in conjunction with coilover struts. The cockpit is all about drag racing, and while there’s a factory carpet installed, that's where it ends. A re-popped lightweight Mustang dash was installed and the cage, with Funny Car driver halo, snakes its way through the interior of the Mustang along with the massive turbo system tubes that take up the passenger side as they make their way back to the cooler tank located where a back seat once was.

An Edelbrock intake with Wilson elbow and throttle body top things off and a single 88mm turbo provides boost. Turbo system plumbing was completed by the Chassis Stop and the package is controlled by a Fueltech ECU with Adam tuning it himself.

The small block Ford was spec’d by Bennett Racing but built by Adam in his own garage. A Dart block, Sonny Bryant billet crank, GRP aluminum rods and Ross pistons were used and the package works out to 400 inches. Cylinder heads are specially prepped Edelbrock SC1s with T&D rockers, PSI springs and Trend pushrods.

The small block Ford engine combo was spec’d by Bennett Racing but built by Adam in his own garage. The 400-inch mill uses a Dart block, Sonny Bryant billet crank, GRP aluminum rods and Ross pistons. Cylinder heads are specially prepped Bennett/Edelbrock SC1 heads with T&D rockers, PSI springs and Trend pushrods. An Edelbrock intake with Wilson elbow and throttle body top things off and a single 88mm turbo provides boost for the capable small block.

Adam Bastarache’s Turbocharged 2001 Ford Mustang

■ Body & Paint:

OEM body and stock steel fenders with Carbon fibre hood and front bumper. Swapped factory doors in 2023 to carbon doors with Lexan windows in order to lighten the car for NT 28” tire racing. Carbon wing and Optic Armor front and rear windows. Custom blue with pearl color and Jay Gallant painted the doors to match.

■ Chassis Modifications:

Mini tub, 25.5 cage.

■ Suspension (Front & Rear):

“Stock style” rear suspension with Mencer coilovers, Merillat torque boxes and Team Z anti-roll bar. Front coilover struts with Racecraft 2” drop k-member.

■ Engine:

Small block Ford, 400 inches. Dart block CGI steel. Sonny Bryant billet crank, GRP aluminum rods and Ross pistons.

■ Cylinder Heads:

Edelbrock SC1 cylinder heads (Bennett Racing), T&D rockers, PSI springs, Trend pushrods.

■ Induction & Fuel Delivery:

Aeromotive mechanical fuel pump and Seimens Decka 220lb injectors.

■ Power Adder:

88mm turbocharger.

■ Transmission:

TH400 3spd with Pro Torque converter.

■ Rear End:

Team Z 9-inch braced housing with 40 spline gun drilled axles.

■ Tires & Wheels:

Champion wheels with M/T 275 Drag Radial tires.

■ Interior:

Fueltech ECU, Precision air shifter.

■ ET & MPH:

6.77 @ 208 1\4mile 4.3 @ 172 1/8

■ Most Memorable Experience:

Wining two big races on the same weekend: Canada heads up EZ Street and RPM Smackdown Limited 28s.

■ Thanks To:

Jeremy Heaslip, Curtis West, Mike West, Steve Toth, Sean Devine and Wayne Vella. And to sponsors: Fueltech, Ross Pistons, PST Driveshafts, Go Lithium Batteries. Their support and products are second to none.

The trunk now provides space for a pair of aluminum tanks along with the battery, which pretty well fills it. The car was mini tubbed and runs a “stock style” rear suspension with coilover shocks, aftermarket torque boxes and anti-roll bar that suspends a braced 9-inch housing with 40 spline spool and axles. Up front a 2” drop K-member is used in conjunction with coilover struts. As you can see, it is not an overly exotic setup by any stretch, but it works very very well.

Turbo system plumbing was completed by the Chassis Stop and the package is controlled by a Fueltech ECU with Adam tuning it himself.

With a supporting family behind him, Adam has been able to take his racing dreams to levels he never thought possible, and winning two big races on the same weekend – Canada Heads Up EZ Street and RPM SmackDown Limited 28s – is just one example of that.

The 25.5 cage snakes its way through the interior of the Mustang along

the massive turbo system tubes that take up the passenger side as they make their way back to the cooler tank located where a backseat once was.

since 1988, and have no plans of stopping anytime soon. Even though it is finished, it is never finished,” Greenawalt said of the build. “The journey of building this car has been a personal dream to prove that I could do it myself, in my garage when a lot of people said it couldn’t be done.” Roy wanted his Chevelle to be built not bought and understood that would be no small task.

Greenawalt grew up around fast cars. His dad street raced a ’65 GTO and also sand dragged

“My wife Pamela and two daughters, Alexis and Olivia, have been my biggest supporters and cheerleaders over the years of racing. Alexis has taken a big interest in our race car and drag racing and this past year she was lining me up in the grove at the starting line. She also helps with building the engine and maintaining the car in our shop at home and is always asking to go to the race track.”

In the Winner’s Circle

Adam celebrates with Alexis Bastarach, Olivia Bastarach and Pamela Galloway.

That 6.77 1/4 mile hit mentioned earlier is the best long-haul to date and Bastarache has clocked a 4.30 at 172 mph personal best in the 1/8 behind the wheel of this wild horse.

“Never in my dreams did I think I would be racing at this level, and running these ETs! It definitely takes a lot of dedication and hard work, but it’s worth it.”

Alexis has taken on a larger role over the past year helping get Adam in the groove on the starting line as well as building the engine and maintaining the car.

Shooting hundreds of vehicles a year, it,s not very often that we come across a rare model, let alone a rare manufacturer...

Story and Photos: Wes Taylor

Peter Ricchio's 1966 AMC Rambler

er in 1957 but continued using the "Rambler" nameplate.

Rogue fits the bill on both counts. During that mid to late sixties era, Ford and Chevy had two-door coupes and AMC threw their hat in the ring with the third generation 1966-69 Rambler, which had a much more luxurious look and feel. AMC, short for "American Motor Corporation", came from the Nash-Hudson merg-

Chrysler bought AMC in 1987, but Ramblers were killed off in 1969. The Rambler Rouge model is also top tier and rare, with only 4,129 sold in this hardtop configuration.

Peter’s obsession with cars stemmed from riding in his dad's muscle cars as a child and watching him work on and paint cars. At 16 years old, he became an Automotive Technician apprentice and bought

the Rambler from his dad the very next year. He would become a Journeyman in the trade for the next 11 years and get married and start a family during that time. Peter eventually started his own shop and continued working on the Rambler, as well as building a car for each of his three children with their help.

With Peter's grandpa, dad, and uncles all working for AMC/Chrysler, it was natural for the family to be attracted to the brand.

His father found the Rambler in Milwaukee, Wisconsin with original paint but without a motor and transmission, which was originally the top-of-the-line 290ci V8. The car was in good shape for its age, and Peter knew he wanted his father to take it home and it wasn’t long after that that he paid his dad $450 for the Rambler. Initially, they placed a mild AMC-based 390ci backed by a 727 in the car, painted it, and replaced the carpet, making for a nice cruiser for his wife and kids. He got into racing his Rambler

and soon found the limits of the 390, and then the AMC-based 401ci, as well.

It’s no secret that building an AMC mill for racing is a tough job – parts are few and far between and when you can find them they cost a whole lot more. The platform has limits, which Ricchio would discover. After running a 9.997 in the quarter on motor, Peter went 8.83 on nitrous, which is very respectable for the AMC combination, but he knew it was time for a drastic change if he wanted to run with the pack; it was time to go Rogue!

The Rambler's newest powerplant is a tried and tested small block Chevrolet.

To AMC purists, if there are any still out there, this was obviously blasphemous, but that playbook is long since gone when your goals shift from original to highly modified. At that point, all bets are off and it’s all about going as quick as possible as reliably as possible and doing so within a reasonable budget, it’s that simple.

It was at this point that the Rambler got a new I.D. The car had

always been called "Rouge 66," but once things became more serious, Peter changed it to "Afterthought."

Chuck Samuels started with a Dart Iron Eagle block, prepping it for a Callies crank and BME rods and pistons for a total of 421ci of displacement. A Bullet turbo spec cam completes the short block. Brodix Weld Tech heads include Jessel rockers and Manley Titanium valves. A combination of an Edelbrock Performer intake, Wilson billet elbow and throttle body push air into

As you can see, Peter’s Rambler Rogue is a true survivor from the sixties. Underneath the car, which boasts original floor and trunk pans, is painted to match the body and is just as clean, too.

the new motor. What better way to reach new levels then to experiment with a new power adder, and since Ricchio made the small block Chevy swap, he decided it was “turbo time”!

Dennis Equitz fabricated the stainless turbo headers for the project, while

Nick Hagermann and Richard Johnston built the rest of the kit around a massive 106mm Precision turbo with a ProCharger Big Red pressure relieve valve and Tial wastegates. Instead of the typical polished turbo kit, Afterthought’s has been powder-coated black by Mirror Im-

Here is where we lose the AMC heritage of the Rogue, but for good purpose. It’s common knowledge that an AMC motor program can only take you so far in the world of quick drag cars today. Peter did well, going 8.83 on nitrous in the ¼ with AMC power, but to play at the next level a change was needed, and he chose a small block Chevy with big single turbo.

YOU HAVE TO CHECK THIS OUT!

PeterRicchio's wickedAMCRambler runs an SBC motor withaPrecision Turbo.....

age.

Methanol fuel feeds through a Waterman engine-mounted pump that pushes to Billet Atomizer injectors.

A Holley Performance Dominator ECU controls the sys-

tem via a Racewire switch panel, while all MSD ignition components control the spark side. Peter now has a Davis Technologies VPS to help other dynamics, such as driveshaft speed, but has yet to incor-

Peter Ricchio’s Turbocharged 1966 AMC Rambler Rogue

■ Body & Paint:

Paint and body was done local by a good friend John Gaddy in 1997. In 2021 a local shop PAB owned by Brian Ambrosini painted the complete bottom, inside the trunk, engine bay and the inside with the roll cage.

■ Chassis & Suspension/Modifications:

The 25.3 chromoly chassis was built by Tin Soldier Racecars out of Kentucky. Front suspension is a one-off upper and lower control arms with steering rack. TRZ drop spindles. Stock style rear suspension with the Calvert leaf springs and Caltrac bars moved inboard. Menscer Motorsports shocks all around. TRZ HD anti-roll bar.

■ Engine:

Dart Iron Eagle block based SBC coming in at 421 cubic inches.

■ Rotating Assembly:

Callies crank, BME aluminum rods, BME forged Pistons with Total Seal rings. ATI balancer.

■ Cylinder Heads:

Brodix Weld Tech cylinder heads. Jesel shaft rockers, Manley titanium intake and exhaust valves. Flatout gaskets for the heads.

■ Induction & Fuel Delivery:

Wilson 102 billet throttle body, Wilson billet 4500 elbow, Billet Atomizer 700 injectors, Waterman engine mounted fuel pump, Aeromotive regulator.

■ Electronics:

Holley Dominator ECU, Racewire switch panel, MSD CDI box with MSD coils, MSD plug wires, NGK spark plugs, Davis Technologies VPS.

■ Power Adder:

106mm Precision Turbo, Procharger Big Red blow off valve, Tial wastegates.

■ Transmission:

Proformance Racing Transmission built Turbo 400, REID bellhousing and case, close ratio gear set, internal and external dumps. Proformance valve body, Neal Chance bolt together torque converter. Trans is built by Dave Klaput.

■ Rear:

Fabricated 9” with aftermarket axles, spool, and 3.89 Pro gear.

■ Tires & Wheels:

V-Series, double-beadlock rears, spindle mount fronts. Mickey Thompson Pro Bracket Drag Radial & Moroso DS-2 Frontrunners.

■ Interior & Safety:

Holley 6.86 Pro Dash, Glasstek fiberglass dash with custom airbrush by Shepperd Designs, Motion Raceworks MPI drag racing steering wheel, M&M air shifter and race seats. Simpson camlock 5-point harness, NecksGen head restraint, Bell carbon fiber helmet, Impact 20-layer jacket and pants, FireAde 20lb Fire System for driver and engine bay, ISP padding around driver’s head compartment.

■ ET & MPH:

Best 1/8 mile Et to date 4.60 157 mph and best 60 foot is 1.13.

■ Most Unique Feature(s):

I would say just being a Rambler is the most unique as you don’t see a lot of Ramblers at the track.

■ Reason For Build:

This car is a big part of the family. It's the car we drove away from the church after getting married, kids functions, family time just cruising around, and now family time spent together at the race track

■ Build Timeline:

It has gone through a lot of different stages but this last build took 5 years.

■ Most Memorable Experience:

The most memorable experience is hard to pin down. Having the car at my wedding or doing football field burnouts with my oldest daughter in the back seat when she was in a baby carrier are memorable. Also, when going cruising putting the kids in the car through the quarter windows to get around the roll cage and seats.

■ Thanks To:

Thanks to my wife Michelle for always being there. My kids Emma, Rian, and Anthony helped with maintenance at home and for helping at the track to make sure all my safety gear is there and getting the car ready for the next round. My brothers Joe and Tony for all their help whenever it's needed. Richard Johnston for the on-track tuning. Vince Nannini VRN welding and fabrication, Phil Roemer and Mike Roemer with Holeshot Parts and Performance,

A 421 inch Dart block-based small block was built for the Rambler and a massive 106mm turbo was plumbed into the mix. Under the hood, the factory firewall and shock towers remain, however inner fenders have been cut away to allow for chassis mods and fitment of the new power combination.

porate it into the program.

To back the boosted Mouse motor, a Proformance Racing Transmission Turbo 400 was installed.

The transmission is equipped with a Reid bellhousing and case, close ratio gear set, internal and external dumps along with a Proformance valve body and Neal Chance bolt together torque converter.

During the engine and trans build, Tin Soldier Racer Cars created a 25.3 chromoly cage and custom suspension system. The front suspension is a one-off upper and lower a-arm setup using TRZ drop spindles, disc brakes, and coilovers. They used the factory-style leafsprung suspension system out back with Calvert springs and Caltrac bars that were moved

inboard.

A heavy-duty anti-roll bar and Menscer coilovers complete the rear suspension.

A fabricated Ford 9-inch stuffed with heavy duty axles and spool, and a 3.89 Pro gear set hangs out back of

the Rogue, willing and ready to send power outward to the Mickey Thompson Pro Bracket Drag Radials.

Even though the AMC had a massive heart transplant, appearance wise it’s still a Rambler Rogue, including

The interior of the Rambler has been transformed for weight savings and more track duty. A Glasstek fiberglass dashboard was custom airbrushed with factory appearing gauges and accents and is so realistic it requires a double take. A 6.86 inch digital display now relays info to the driver and the rear seat was removed to save weight and allow for the mini tubs. Custom fabricated door and filler panels also replace originals.

The proof is in the pics and time slips, this Rambler gets up and goes! To date the car has gone 4.51 at 160mph in the 1/8, which is amazing for a small block powered factory bodied muscle car with the aerodynamics of a brick.

the color.

Although the original Apollo Yellow/black top was painted by a friend John Gaddy way back in 1997, Brian Ambrosini cleaned up the lower areas and did the engine bay, trunk, and inside to match. This particular Rouge had one other very rare element to it, the "Scrambler" option. Being more of a performance version, it came with a scooped hood and painted arrow.

V-Series spindle

mounts with Moroso's DS-2 Frontrunners reside up front, while double-beadlocked V-Series rears are skinned with class legal radials.

The interior is no longer the cruiser it used to be, sporting a Glasstek fiberglass dashboard with custom airbrushing by Shepperd Designs, a Holley Performance 6.86 display, and a Motion Raceworks steering wheel. Peter sits in a Kirkey seat, shifts with an air-assisted M&M shifter, and a Fireaid fire

suppression system supports the interior and engine bay.

Since Peter doesn’t partake in ¼-mile action anymore, he shared his 1/8-mile numbers, which are nothing short of amazing! To date,

he has been 4.51 at 160mph in the 1/8, but he says the car is at least a full second faster in the ¼ then the previous combination.

Afterthought went from being his dad’s project car that Peter bought

for 450 bucks, to the family car for special outings, to the car the entire family enjoys at the dragstrip. So you might say that going Rogue was the best thing that ever happened to Peter Ricchio.

Anthony Ricchio, Michelle Ricchio, Peter Ricchio, Rian Ricchio, Emma Ricchio and Denali