#Boost control Fueltech

[nakatech]

BoostController2 Fueltech - Dos Selenoídes!

BoostController2 Fueltech - Dos Selenoídes! - Aleatoriedad y Reducción de las entradas para impulsar instantáneamente aumentar o disminuir la presión - Pivote y presión final por etapa - Línea de refuerzo o depósito de CO2 compatible (para un control rápido y preciso) - 3 modos de Read more at http://www.nakatech.com.ar/boostcontroller-fueltech/

[noprepracing]

In the world of drag racing, you’d be hard pressed to find a current stage with more momentum surrounding it than no prep. With the speed, sound, drama, and variety of cars, it truly is a sensory sport to the extreme. And nowhere is all of that on display more than the hit TV show Street Outlaws: No Prep Kings. Combining huge payouts, larger than life personalities, endless story lines and controversy, the Street Outlaws spin off series has reinvigorated a passion for the sport and brought it back into the mainstream. But what all goes on when the cameras are off, when the spectator gates are closed, and nobody is watching the drivers’ every move? Exactly how much effort is put in by each team for just a two-hour episode? I went in search of these answers, traveling with driver Robin Roberts and his team for the season 3 finale in Ennis, Texas. I wanted a behind-the-scenes look into the world of Discovery Channel’s reality series. And in doing so, I quickly learned that while it may seem like all glitz and glamour on television, the reality is much different. As Roberts says, “If people knew everything that we have to do to come race, nobody would wanna do it.”

Part 1: Preparation It’s 3:40 a.m. on Wednesday morning, and my alarm is ringing. Filming doesn’t begin for another two days, but we have to be on the road by six, and I’ve got an hour drive ahead of me before I join the team just north of Kansas City. When I arrive at the shop, there are three crew members already pulling the rig out. I load up my bags, and we’re on the road five minutes early. Already running low on sleep and high on caffeine, we trek south across the endless plains of Kansas. We cross into Oklahoma at 9:55, and stop for fuel a little while later in Oklahoma City. We’re in the heart of 405 country, but it’s doubtful many of them are currently here. Like us, they’re already on their way to Texas. We are greeted in the Lone Star State soon after with road construction and heavy traffic. At 4:00, exactly ten hours after leaving the shop, we arrive at Xtreme Raceway Park in Ferris, Texas. Robin is already at the track when we pull in. The Chairman and CEO of Central Power Systems & Services, he has had business meetings in Dallas for the past two days. The plan for this evening is a late night of private Team 405 testing in preparation for the main event this weekend. Ryan Martin, Jeff Lutz, and Chris Poncia are already here. We’ll soon be joined by the likes of Big Chief, Murder Nova, Daddy Dave, Monza, Dominator, and Chuck 55. Although he lives outside Kansas City, Robin has been friends with Ryan and Chief for many years, and has agreed to be a part of their group for this season. The team unloads the 1968 Firebird, named High Voltage, in preparation for our first pass of the evening. The car features top of the line equipment from front to back. Sitting on a chassis built by Terry Murphy, High Voltage is powered by a ProLine 481x motor with twin 98 mm turbos. The transmission and converter are from Mark Micke at M&M Transmission. It has a Visner billet intake and throttle body controlled by a FuelTech FT600, twin billet Atomizer 700’s, a Quick Performance billet 3rd member, and QuarterMax shocks and struts. No expense has been spared in creating an elite no prep car. It’s here where I learn that the work on the Firebird has actually been going on for weeks. After returning home from the previous No Prep Kings event in Florida, the crew has to change the rods, and then find numerous broken gears that are typically difficult to replace. A call to Quick Performance and an emergency trip to their shop in Iowa ensue, and it appears everything is back in order. Then two days before we’re set to leave, there’s more bad news. “Ryan [Martin] called me Monday night about seven and asked me if I had the motor all back together,” says crew chief Allen Bruflodt. “I said, ‘Yeah, it’s all back together, it’s ready to go.’ He said, ‘Well, you need to go look at the heads.’ The set that were on his motor were cracked, and it was a brand new fresh engine from ProLine. So they called ProLine and told them what they found. ProLine started looking at the heads, and every single cylinder head that ProLine had on the shelf was cracked. So me and my boy jump in the truck, run over to Robin’s, pull the top of the intake off, start looking, and sure as shit, it’s cracked.” Allen says the crack is on the #3 cylinder intake runner, where a stud runs through. Short on time and options, he used thread sealer on the stud and put it all back together. For the time being, it was fixed, and when he fired it up that night, it ran better than it did before. Allen’s hope is that it stays that way through tonight’s testing, and for the finale. “We’re gonna run it tonight and keep an eye on it,” Bruflodt says. “I brought a bore scope with me, so we can see if that crack is getting bigger. If it does get bigger, tomorrow we’ll have a set of heads delivered to Ennis. If we feel like it’s going to be an issue before the race, tomorrow night we’ll put a new set of heads on it.” Even with all the work put in before leaving home, the team cannot simply unload the car and make a pass. It immediately goes up on the Pro Jacks, and the front clip is removed. The team looks carefully over the entire car, checking for anything that might have moved or come loose on the long drive down. The wheelie bars are attached. They fire up the car and spool the turbos, building a little heat in the transmission and torque converter. Finally, while it cools off, they do a final check on everything, add fuel, and check tire pressure. The hood and front clip go back on, the push bar and golf cart are attached, and we’re ready to make a pass.

Part 2: Testing Ryan Martin is the first driver to make a test pass, then it’s our turn. After a quick last-second check of the tire pressure, Robin starts the car and pulls forward. ProLine tuning expert Jamie Miller is on the property, and he helps Allen line the Firebird up. The first test pass is only going to be to half-track, and Robin makes a very solid hit to the 330. Testing is officially off to a good start. Back in the pits, crew member Jeremy Raney begins adjusting the valve springs while Allen looks over the data from the run. Bags of ice are dumped into the transmission cooler, and fans are placed atop the engine in an effort to cool the car down. One of the nice things about testing is there is no schedule to follow. The crew can stop at any time to go watch the rest of Team 405 make their test passes, then come back and continue working. Optimistic after a good first hit, we head back for pass number two. Unfortunately, as happens so often in this sport, things don’t go as planned. After the burnout, it quickly becomes clear that something isn’t quite right, and the pass is nowhere close to what they’re looking for. They find out a nut has come off the line lock, preventing Robin from making a clean run. It’s nothing major, however, and everyone quickly gets ready for another try. It’s dark by the time we pull up for our third pass, and the warm Texas weather has cooled off considerably. Conditions are ideal for this run, and Robin makes the most of it. Watching from the starting line, we can all tell he’s absolutely flying, but it’s not until Allen receives the time slip from the tower that we understand just how quick it was. It’s a new personal best elapsed time for Robin, and while I’m not at liberty to divulge what it was, I can say with certainty that fans would be in shock. We’re all abuzz as we drive the golf cart down to the end of the track to greet our driver. Robin is out of the car, grinning already, knowing we were coming with good news. Allen hands him the slip, and it’s hugs and fist bumps all around. We know this is a car that can win the event. “The neat part is, once you’ve made some fast passes, and you get comfortable in the car, you can tell what a fast pass is,” says Roberts. “For me, I know that car is fast when I feel it dangling the front tires to the 1/8. And in that pass, it dangled ‘em the whole way. I just knew it was going to be a good run, and the time slip bore that out.” Spirits are high as the crew cools the car off and goes over everything again. The plan is to turn it up even more on the next pass. But as Robin warned me earlier, drag racing is like a roller coaster, where highs and lows are a normal experience. We’d already seen that occur earlier this evening, and it was a trend that would continue. As Robin prepares for his fourth pass, it is apparent once again that something isn’t right. This time the issues are two-fold: the trans-brake isn’t working correctly, blowing a fuse in the process; and a setting was accidentally changed on the dump valve. Robin shuts the car off, and we push it back to the pits. The joy from the previous run is gone, and the team is all business as they search for the source of these problems before making our final run of the night. In four passes, we’d experienced two exceptional runs and two mechanical failures. So it’s no surprise when the fifth and final pass offers a bit of both. As Robin attempts to stage, the car still won’t bump in. He gently rolls the car in and lights both bulbs, then begins to build boost as the light turns green. It’s a good, straight pass, one that will win a lot of races. But the staging issue negates all that, and it’s a problem that must be fixed before race day. Robin knows it’s imperative that the team stay focused, and not get caught up in the emotional roller coaster. “What I’ve learned in business is, you’ve gotta get your people’s mind right around you,” Roberts says. “When you do great, you can’t let that get in your head. And when you do awful, you can’t let it hold you back. You’ve gotta get over it quickly, and move on. That’s what I’ve tried to drive into our entire crew. You can’t allow yourself to get caught up in the moment of euphoria, and you can’t allow yourself to get down when you’re trying to keep moving forward.” It’s been a long day, and at two in the morning, we all finally have a moment to stop and eat. Robert Brown, a friend of one of the crew members, has graciously driven all the way from Arizona and offered to feed us this weekend. The aroma of spaghetti and three-meat sauce brings other teams like Murder Nova, Monza, and Dominator over to share in the meal. It’s a great way to end a night that was full of ups and downs. While the rest of the crew stays at the track, Robin, Jeremy and I head to our hotel. It’s nearly 4 a.m. when we arrive, and the front desk has marked us down as a no-show. Thankfully, the attendant gets us set up with rooms again, and because it’s so late, doesn’t charge us for the first night. After some quick showers, we get to bed at 4:30. We’ve been up for 25 hours straight, and it’s only day one.

The post Behind the Visor with Robin Roberts and Team High Voltage Part 1 appeared first on No Prep Racing NoPrep.com.

[itsworn]

This Turbo-LS 1993 Mustang Is Ripping Up The 275 Radial World!

The 1980s saw many a great things rise to prominence, like the U.S. winning the Cold War, the hairbands of Sunset Strip became worldwide legends, and the Ford Mustang became cool again with EFI in 1986 and a sporty new look in 1987. As Guns N’ Roses blasted off the charts, so did the 5.0 Mustang and some 30 years later both are still rolling strong.

The Fox-body generation of Mustangs, which began in 1979 and concluded in 1993, continues to be one of the most popular street/strip cars at tracks across the nation. There have been complete drag racing series dedicated to them, one of which is celebrating its 20th anniversary. The engine swapping, home-built culture loves them, as we’ve seen everything from big-block Chevy engines to Toyota 2JZ six-cylinders fastened between the fenders.

Of the dozens of different engine platforms popular with hot rodders, it is the LS small-block family that has been a popular swap into Fox-body Mustangs from the non-brand loyal crowd. We ran across Michael Kurt Bunton and his wild street/strip LS-powered Mustang while pounding the pavement during the Lights Out races at South Georgia Motorsports Park. Sitting amongst the titans of the outlaw radial world was an innocent looking silver 1993 Mustang LX notchback. The innocuous appearing street car picked the wheels up and whistled its way to runs in the 4.50s with speeds over 160 mph. That was two years ago and now he plans on going a whole lot quicker.

00

Rewinding the story a bit, Bunton got his first taste of drag racing from his 2005 Dodge 3500 diesel truck. The overweight hauler ran 6.90s in the eighth-mile, which is roughly high 10s/low 11s in the more recognizable quarter-mile distance. But as he puts it, “every time I would break the truck it would cost me $3,500 to fix it. That started to get really expensive.”

Instead of throwing more money into a big heavyweight hauler, he went in the complete opposite direction and picked up the lightest Fox-body Mustang body style that Ford offered: a coupe. Purchased for its looks and the fact that it already had an LS1 engine under the hood, Bunton got back on track. This time he was collecting 6.00 time slips after adding a nitrous system and having plenty of fun. Tragedy struck when a freak accident caused a fire and burnt Bunton, forcing him to look at making changes under the hood. He ditched the nitrous and added a single turbo, starting the Georgia-based enthusiast down the highway of 275 radial insanity.

The first stop on the road was the low 5s—thanks to a new 383 stroker motor with a Borg Warner 84mm turbo. It replaced an aging—and broken—junkyard LS1. He upped his game even more when he hooked up with Brian Tooley Racing (BTR) out of Kentucky. A new set of Trick Flow 245 heads were ported by BTR and the shop prescribed a hydraulic roller camshaft and matching valvetrain to go along with the heads. Also new was a 388ci short-block based on a Chevrolet Performance LSX Bowtie to handle the big increase in power from a new Precision Pro Mod 94mm turbocharger. Knowing he would need a more capable engine management system to keep his engine in good working order, Bunton teamed up with FuelTech USA and worked with their head of technology, Luís Fernando Backes de Leon, to get it installed and tuned.

Bunton became a fixture in the street car classes and No Time events across the Southeast. The new induction system and boost maker enabled the notchback to click off eighth-mile runs of  4.70s at around 150 mph. At this point most would’ve pulled the car off the street but not Bunton. In fact, he was so comfortable with how well it drove on the roadways that he tossed the keys to his wife Blaine so she could drive it around town. The couple has documented the car’s street antics all over social media, teasing the competition with its mild manners.

For 2017, Bunton would up his game again. This time the E85 fuel was ditched in favor of VP Racing Fuels M1 methanol, which allowed him to remove the air-to-water intercooler. When it comes to boosting up the small-block, more is always better, so a call to Forced Inductions netted him a Garrett GTX 98mm turbo, with some special modifications performed by the shop before it was shipped out. Right off the trailer, the car dipped into the 4.50s and some more fine-tuning brought Bunton to his career-best of 4.45 at 165 mph. The fun came to an end in early 2018 when the engine slung a connecting rod through the side of the block.

Ironically, the obsession of going quicker and quicker has rewarded Bunton with a new business—MJB Performance. After all, when you dominate the local street car scene people tend to seek out your skills. Despite customer work, the coupe continues to evolve and Bunton is working closely with BTR on a completely new engine combination to go even quicker and faster. First on the list of upgrades, however, was the chassis. The front and rear suspension systems remain in place but MattFab added a double frame rail to stiffen the car and an SFI 25.3-spec cage to meet the NHRA safety specs.

Bunton was tight-lipped on the new BTR engine combination as his goal is to terrorize the No Time scene as well as the popular Pro 275 category at the Lights Out/No Mercy events. He did admit to upgrading to a FuelTech FT600 and FT Spark as well as a two-speed TH400. The car also checks in at 2,830 pounds now, thanks to CFM Motorsports carbon fiber doors and deck-lid. “It is kind of funny, I made a mistake when breaking the engine and ended up rebuilding the entire car,” mused Bunton.

As Gun N’ Roses celebrates 30 years in the rock and roll business by touring around the world, Bunton celebrates the same anniversary of the EFI Mustang by touring the drag strips around his home and rockin’ the competition.

Tech Notes    Who: Michael Kurt Bunton What: 1993 Mustang LX Where: No Time/Grudge and Pro 275

Engine/Transmission Brian Tooley Racing is working on a top-secret LSX that should push the coupe to the low 4-second zone on a set of 275 radial tires. Prior to the new engine, a Pro Line Racing 388ci was the weapon of choice and helped push the street car to 4.40s. It was topped with Trick Flow 245 cylinder heads that were ported by Brian Tooley Racing. The shop also designed a custom hydraulic roller camshaft and valvetrain. A Powerglide two-speed transmission benefits from the usual upgrades like SFI-certified aftermarket case, billet planetary gear sets, etc. A PTC torque converter is responsible for helping the engine spool quickly and run hard down the track. This year, the ‘Glide is being replaced with a TH400 that has First gear removed, making it a two-speed combination. A new torque converter is being designed for the upgraded engine combination.

Chassis/Suspension Each time the coupe was upgraded under the hood, so was the suspension and chassis to keep the Mickey Thompson ET Street Radial Pro tires (275/60R15) glued to the pavement. A set of UPR upper and lower control arms combine with the company’s anti-roll bar and a set of Menscer Motorsports coilover shocks to make up the backside suspension mods. The shocks have been moved inboard on a shortened 8.8-inch housing in order to clear the mini-tubs. A UPR K-member and A-arm kit are slung under the front of the Mustang, along with double-adjustable Menscer Motorsport struts and front-end travel limiters. Originally the chassis benefited from a 10-point roll cage, which was upgraded with a funny car cocoon around the driver. For 2018, a MattFab-built SFI 25.3 roll cage and double frame-rail setup protects the driver and stiffens the chassis to handle the 2,000-plus horsepower from the turbocharged combination.

The post This Turbo-LS 1993 Mustang Is Ripping Up The 275 Radial World! appeared first on Hot Rod Network.

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[itsworn]

Nitrous and Stroker LS3 Make This 2000 Corvette Fast … Real Fast

For Anthony Coppola, his lifelong passion for going very fast started out when he was just a teenager. It all began with a 3-horsepower mini-bike that was given as a gift to the then 14-year-old racer in training. “It didn’t run so I tore it all down and rebuilt the motor on my own,” states Coppola. “From that moment on I just wanted to make anything with a motor go faster.”

It was at age 16 when the teenager got serious about speed. He picked up a “slightly” used and abused AMX on the cheap for his first ride. It had some issues, including a blown 401 engine, but that didn’t stop him one bit. He pulled the entire drivetrain and rebuilt it; engine, trans, and rearend all were refurbished over a three-year span. Then he brought it to the track to see what she could do. There, he pushed the ride hard and got it through the traps in 11.30 seconds at 123 mph. But fast wasn’t fast enough. He then dropped in a shot of NO2 and pushed it even harder, blowing through the line in 10.83 at 128 mph. Not too shabby to say the least.

But soon Coppola realized his true passion was for Chevy’s Corvette. In 1995, he purchased his first Corvette: a ’93 stuffed with an LT4 and a six-speed. He kept it stock for an entire week before he pulled the drivetrain out, looking for some big-time changes. He built a nifty stroker 396 LT4 with a ProCharger F-1R supercharger up top. He tuned it to 700 hp and then added a 4L80E trans for quicker shifts. Before he knew it, he was running consistent 9-second passes all day long.

Anthony was learning his skills both on his own through typical trial and error and through his high school automotive classes. After graduation he attended college and studied automotive engineering at the General Motors University of Automotive Management in Van Nuys, California. He followed his passion and worked at GM dealers starting as a line tech and moving up to service director. At that point Anthony knew he wanted to go out on his own, and take Coppola Motorsports from a part-time gig to a full-time performance shop. He now builds performance oriented drivetrains and dyno tunes them on his own chassis dyno right there at the shop.

Which leads us to this beautiful ride. Coppola purchased this 2000 FRC (fixed roof coupe) in 2004 with just 7,000 miles showing on the odometer. It’s been a work in progress over the years, as he’s been experimenting with different setups, looking for the ultimate C5 street/strip ride. And ultimately, the FRC was a great starting point as it had the stiffest Corvette chassis to date, due primarily to the permanently mounted roof.

Of course, the first thing Coppola did was pull the LS1 drivetrain. At 345 hp, it wasn’t underpowered for most people; but to him it needed quite a bit more punch. So he modified the engine, throwing in more cam, porting the heads and adding a FAST 90mm intake and 90mm throttle body into the mix. He also installed a set of Kooks headers for better flow. Adding a six-speed and a 4.10-stuffed rear got Coppola in the mid 10s. Good for most, but not good enough for Anthony.

In 2014, the FRC was brought back into the shop for a final makeover.  Here, Coppola would pull together all his resources and take on the ultimate stroker LS build. He started fresh with a new LS3 block from GM (with the added torque plates) and then took this build to the limit. The block was first zero-decked, was line-honed with ARP main studs and set up with all-new GM block plugs. Oil clearances were blueprinted as well to keep the engine out of harm’s way.

The cylinders were then filled with Mahle forged pistons with an antifriction coating. Callies 4340 forged steel H-beam rods with ARP 2000 rod bolts were connected to a Callies 4340 forged steel 4.000-inch stroke, custom-balanced crank. Clevite H main and rod bearings keep it all rotating with smoothness and precision.

The pistons were built with Hellfire steel rings. A custom-grind camshaft from Cam Motion, along with LS7 lifters, stock rockers with the roller trunnion upgrade and custom length 3/8 pushrods help make up the valvetrain. These work with the AFR 235V cathedral port heads, ported by Brian Tooley, and built up with lightweight valves. Up top, a ported FAST 102 intake with a billet TPiS 102 throttle body help keep this beast fed. Kooks 2-inch race headers with 3-inch mid-pipes feed titanium Z06 lightweight mufflers for that killer tonal note.

For a little added boost, Coppola installed a custom Nitrous Outlet 102mm plate system so he could add a 150-300—shot of NO2 on command. It’s managed by a progressive controller with a custom wiring harness built in-house. Because he knew this ride would be headed for the track, the six-speed was ditched and an RPM Level 6, 4L65E transmission was installed, along with a custom trans cooler and 10-inch fan to keep it chill. An billet RPM flexplate was added to the mix, along with a billet coupler. A Precision Vigilante triple-disc torque converter was installed along with the trans, built with a stall speed of 3,600 rpm. An ECS trans brace holds it all together. All this power is fed into a DSS 3.5-inch driveshaft, which spins the RPM Stage 4 differential with 4.10 gears. The rear is installed with a Pfadt custom differential mount.

Coppola performed several handling and suspension upgrades on the Vette. A Pfadt drag racing anti-drag sway bar provides balance between the front and rear of the Corvette (front sway bar was removed). Billet LG Motorsports 15-inch rear drag spindles and QA1 two-way adjustable drag shocks (front and back) handle the suspension duties. Z06 brakes, front and rear, with drilled and slotted rotors help this baby stop short of the nets. Bogart wheels, 15×10 in the rear, and shod in Mickey Thompson Radial Pro 275/60/15 gets the power to the pavement. Up front, Bogart 17×5 wheels with Mickey Thompson Front Runners keep this ride pointed in the right direction.

Fuel is supplied by a custom system featuring a Walbro 400 in-tank pump and a Bosch external pump. A -8 fuel line and -6 return line gets the fuel where it needs to go, while running through both a Fueltech filter and regulator. FAST fuel rails and Injector Dynamics ID850 injectors divvy up the fuel and feed the hungry cylinders. Tuned with HP Tuners custom speed density tune, this Vette makes 587 rwhp and 562 rwtq. With a little go-go juice (150-shot), the numbers escalate to 741 rwhp and 758 rwtq. Future plans are to have a custom billet intake made with direct-port nitrous for better distribution and flow.

  More goals for the near future; upgrading to a C6 Z06 differential and bringing the trans up to a level 10 so he can give it a 300-shot of nitrous without fear of massive destruction! With all that, Coppola hopes to be driving this beauty to the track with the A/C crankin’ and then pullin’ low 9-second timeslips on demand. We here at Vette are rooting for you!

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[itsworn]

The Crow Comes Full Circle

Losing a first love can be extremely painful. Over time you form a relationship. You build trust. There are ups and down, but you know deep down that they are there for you. And then it all ends. Justin “Big Chief” Shearer’s first automotive love, The Crow, was violently taken from him in front of millions. The Crow, a 1972 Pontiac LeMans, was the culmination of years of hard work and countless dollars. What the TV audience didn’t see was the private times of the relationship: the long nights, the fights, the hurt feelings. Like any relationship, the good comes with the bad. When the Crow was totaled, Big Chief did what any heartbroken guy would do– he found a rebound chic (or car…).

  The rebound was better looking, weighed less, and had nicer parts. All the other guys were jealous, but typical of most rebound relationships, Justin’s heart wasn’t in it. He describes the Crowmod as a tool. The 405’s list was evolving, and everyone was getting lighter and faster. He didn’t have the time to build a car with as much history he had with the Crow, so a Pro Mod chassis fit the bill at the time. That’s why, when the opportunity presented itself to start to build a relationship with a new car, he jumped on it.

Justin “Big Chief” Shearer is all business when it comes to street racing. He has been to the top of the list with two different cars, and his sights are set on doing with a third.

The Crow has the same heart that motivated the first iteration of the Crow and the Crowmod: a very basic 482ci Pontiac engine from Butler Performance. It even has the same cast cylinder heads!

Squaring off against Richard Rawlings and Gas Monkey Garage in Discovery Channel’s Mega Race meant Justin and the crew at Midwest Street Cars had to build a new car. From the onset, it was clear that his plan was to resurrect the Crow. Who doesn’t want to get back what they had with their first love? After the painstaking search for the right car yielded no real results, the right car found him. Justin found a 1970 Pontiac GTO roller with an incredible history. If you’re into Pontiacs and early Pro Mod cars, you might recognize it as Mart Palbykin’s GTO. The one that set the trend for turbocharged door cars long before it was commonplace. This was one of the earliest, if not the first, twin turbo Pro Mods. It had Haltech EFI, ran on alcohol, and had turbos from a Detroit Diesel semi engine. It was also the first true Pontiac-powered Pro Mods in the 7’s, first in the 6s, and came just short of being the first to break the 200mph barrier. Impressed? You should be. Especially when you learned it did it with cast iron factory Pontiac cylinder heads!

  In preparation for Mega Race, the Midwest Street Cars crew thrashed day and night, and took the GTO from a jungle gym to one of the baddest cars around is 8 days. Yes, you read that correctly. She’s gritty, unfinished, a bit rough around the edges, and about 10 different colors, but she’s earned her new name: the Crow. The car has earned its place in Big Chief’s heart, not because it looks like his first love or because it’s dressed the same, but because over 8 days, a group of friends who share a passion and love for what they do came together accomplished what many would say is impossible. You can’t buy passion. You can’t enthusiasm.  It’s impossible to fake what they have at Midwest Street Cars. If the results of the Mega Race and Chief’s climb to the top of the list for a third time with a third different car are any indication, these guys are the best at what they do. There are very few people in the world that debate that.

The car rolls on Weld V-series front wheels and a set of Weld Delta-1 wheels out back. This gives the Crow and awesome look, even when it’s sitting still.

The interior is all business. The chassis is a double frame rail design, which can handle all of the power from the little Pontiac engine. A Rossler TH400 handles the transfer of power, but the gearing is kept secret. All of the electronics are out in the open to make everything very easy to work on.

The Crow’s performance on the show is proof of the hard work of a group of friends who pour their heart and soul into what they love—racing.

  Tech Notes

Engine: The new Crow carries many parts from the original Crow, most notable is the powerplant. It’s the same 455-based 482ci Pontiac engine that was pulled from the wreckage of the Crow and run in the Crowmod. This made it the natural choice for the rebirth of the Crow. The engine uses a set of as-cast aluminum Edelbrock cylinder heads, which makes how quick and fast it is nothing short of impressive. Airflow comes from a set of 94mm Precision turbochargers, which are capable of pumping north of 60 pounds of boost into the little Pontiac bullet. The spark and fuel is controlled by a Fueltech FT600 EFI system.

Drivetrain: Power is transferred to the rearend through a Rossler TH400. A secret, close ratio gearset resides in the SFI-approved transmission case. Gear selection is controlled by an M&M shifter with a hopped up CO2 regulator customized by Midwest Street Car’s fab guy, Monkey. Power moves to the tires through an all-aluminum Mark Williams floater rearend housing. The 9-inch is strong enough to take anything Big Chief can throw at it.

Wheels and Tires: The Crow sits on a set of Weld Racing Delta-1 wheels. The 16×16 rear wheels are wrapped in 34×17 Goodyear slicks. This gives Chief the biggest possible footprint for doing what he does best—street racing. If you’ve seen Street Outlaws, you know the car gets down the road with every available horsepower.

Paint and Body: On the outside, the Crow looks a bit rough. But when you start to peel back the layers of this onion, you learn that it tells a story. The roof and quarters wear the original paint and colorful graphics from its early Pro Mod days. The tattered white doors were pulled off the original Crow. This brings a visual piece of Justin’s first love font and center. The one-piece carbon fiber nose was a gift from Justin’s best friend and adds a special touch tying in all the hard work put in a buy a group of friends. The car may be a bunch of different colors, but none of that matters-the Crow is bad fast!

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