October 2025 RPM Magazine

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Photographic Contributions: Mark - Godragracing.org, George Pich, Louis Fronkier, Blake Farnan, Jerry Garrison, Eddie Maloney, Wes Taylor, Steven Taylor and Amber Hynes

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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, muscle cars, 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!

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Editorial Contributions:

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C10 pickups

C10 pickups have become hugely popular over the last 10 years or so, and that is not only reflected in the restoration and hot rod scenes, but also in drag racing and Michael Cameron’s 1967 Chevy C10 pickup truck is a perfect example of that...

Hailing from Glendale, Arizona, Cameron’s passion for cars and racing began back in the 1970s. He looked up to his five older brothers and their enthusiasm for the hobby, and got started himself with his Hot Wheels die casts. As he grew, he competed and raced anything with wheels. His first car was as muscle a machine as it gets, a 1968 Camaro. Later, he took a short detour with IMCA dirt-track racing before coming back to the drag

race scene.

“I spent years street racing and when the no-prep scene started to blow up, I began thinking about building something serious—not just a streetcar,” Cameron explained. “One day, my wife Michelle and I attended the Street Drags in Kingman, Arizona, to watch my good friend Andy Trujillo Jr. race his truck, “Ol’ Blue.” During the event, Andy had me hop in his truck while he towed it to pit

lane. That moment changed everything. It was then I decided to get serious and build something fast—that’s when the idea for Redemption was born, though I didn’t know exactly what it would become yet. All I knew was that it was going to be something special.”

It only took a month for Cameron to find the foundation for his next build, a 1967 Chevy C10 he purchased out of Odessa, Texas.

Cameron noted that the truck had a “tired” 468 big-block, a 2-speed Powerglide, and a Dana 60 rearend, and he knew changes would need to be made to motivate the pickup. To that end, he swapped in a stroked 525 cubic-inch engine, but unfortunately it didn’t last long.

Thanks to Sure Way

Automotive and Machine in Kingman, Arizona, Cameron fitted his pickup with its current DART 565ci engine that features a crackling 15:1 compression ratio, Callies Performance Products crankshaft and connecting rods, DART PRO II aluminum heads, and a Bullet Racing cam shaft.

Watch Michael Cameron’s BB Nitrous C10 launch like a champ!

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• Manley 2.165" Severe Duty intake/1.600" Inconel Extreme Duty exhaust valves

• Trick-Alloy™ powdered metal valve guides

• Trick Flow by PAC Racing dual valve springs

• Clearance for 3/8" pushrods

• .750" decks

• 6-bolt-per cylinder mounting

• LS3 rocker stands included with assembled heads

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• Made from premium billet steel blanks

• Available in several hydraulic roller designs up to 230°/238° duration and .625"/.625" of lift

R-Series Intake Manifolds for GM LS3

• Bring carbureted-style aspiration to LS3-style engines

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Variable Valve Timing Delete Kits

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fabulous!

The heavily fortified fabricated 9-inch rearend is the handy work of Clint Zumwalt of Zumwalt Garage and the chassis was created by Kermon and Travis Pardue in Odessa Texas. The rear diff is suspended by a custom ladder bar coilover setup.

With more power came a stronger drivetrain. Cameron outfitted his Chevy with a David Goncher-built Powerglide properly fortified with a Reid Racing case and Coan Racing internals, as well as a Hughes Performance 5,500rpm stall converter. Cameron then had Clint Zumwalt of Zumwalt Garage fabricate a 9-inch rearend, which was then stuffed with a 4.30 gear and 35-spline axles thanks to Brandon Loverock at Quick

Change Exchange.

“We started racing at the Show Low 660 events and had some success,” Cameron said. “Over the next year, we raced in the no-prep scene with big tires and really learned how the truck wanted to perform.” Cameron entered the truck in naturally aspirated classes, and has swapped out the big tires for small ones to try his hand in that arena as well.

“My best racing buddy, Andy Trujillo Jr., introduced me to Brent Albury and after seeing what we were capable of, Brent brought us on as a sponsor for Nitrous Express. Nitrous Express supplied us with all the equipment to run a 1,000-shot of nitrous. While we’re not set up to handle that much just yet, the truck takes a 200-ish-shot like a champ.”

Beneath the Dominic Thumper-built 4500-series carburetor, the juice pours in through a Nitrous Express dual-stage, billet crossbar plate. This enabled Cameron to compete in faster classes. One race in particular, however, would result in some unplanned changes to the C10.

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“Racing has been an incredible journey and the best part is sharing it with the friends and family who come out to race with us. Special thanks to Michelle Cameron for being the best wife and cheerleader I could ever ask for.”

A custom fuel cell sits behind the rear diff and a Magnafuel Quickstar 300 fuel pump feeds the fire in the big Chevy.

A Nitrous Express dual stage billet crossbar plate was wired and plumbed into the mix. The system allows for mega adjustability from 100 to a whopping 1,000hp of giggle gas, and while Cameron tells us he’s only running a 200 or so shot, he’s not against upping the ante when necessary.

“We entered a private event at a questionable location and lined up against a competitor who clearly didn’t have the experience for the event,” Cameron recalled. “He jumped early, so we won. I let go of the button to collect data and that’s when the other car lost control, came into my lane, and took us out. Thankfully, it was just cosmetic damage. We almost won the whole event with a wrecked front end.”

Michael Cameron’s big block nitrous powered 1967 Chevrolet C10 pickup, 6” chop-top and slammed to the weeds...

Body & Paint:

Custom body wrap by Jake @ A-List wraps in Chandler Arizona.

Chassis Modifications:

Full tube chassis built by Kermon and Travis Pardue in Odessa Texas.

Suspension:

Front - Mustang 2 suspension with rack and pinion, double adjustable AFCO coilover shocks

Rear - Ladder bar suspension with AFCO double adjustable coil over shocks.

Engine:

DART blocked 565 4.30 bore 15:1 compression big block Chevy, built by Sure Way Automotive and Machine in Kingman AZ.

Rotating Assembly:

Callies crank rods and pistons, Bullet cam.

Built by Sure Way Automotive and Machine in Kingman AZ.

Cylinder Heads:

DART PRO II aluminum heads all titanium valvetrain.

Built by Sure Way Automotive and Machine in Kingman AZ.

Induction & fuel delivery:

1250-ish billet 4500 series carburetor built by Dominic Thumper @ Thumper carbs, fed by Magnafuel Quickstar

300 fuel pump.

Power Adder:

Nitrous Express dual stage billet crossbar plate (1001000HP capable) provided by Brent Albury at Nitrous Express.

Transmission:

REID cased Powerglide.

All Coan Engineering internals.

High capacity clutch drum.

Ringless input shaft.

Coan Engineering billet pump.

1:69 gear.

Roller tail shaft.

Built by: David Goncher.

Hughes 5500 stall converter.

Built by Rich Mobley at Hughes Performance.

Rear End:

9” differential built by Clint Zumwalt at Zumwalt Garage.

35 spline axles, 4.30 gear and spool .

Built by Brandon Loverock @ Quick Change Exchange

Brakes:

Custom dual piston.

Tires & Wheels:

Front - RC Components Hammer.

Rear - Race Star 63 Pro double beadlocks with 28-10.5 slicks.

Interior:

Racepak dash, Motion Raceworks shifter with electric shift, K&R switch panel and wiring, Nitrous Express progressive controller, GRID ignition system, LJRC steering wheel.

ET & MPH:

No-Time car.

Most Unique Feature(s):

It’s a long bed and the tilt front end slides out to tilt on custom hinges. Built by Clint Zumwalt at Zumwalt Garage.

Reason For Build:

Fueling the passion of racing from when I was a kid.

Build Timeline:

About 1 year.

Most Memorable Experience(s):

Doing the photo shoot for this magazine, this is truly a dream come true!

Special Thanks To:

• Michelle Cameron for being the best wife and cheer leader I could ever ask for.

• Andy and Lilly Trujillo for always pushing me to improve and helping with anything I need.

• Brad Fayhee for all the tuning support and mentorship.

• Shawn Helzer for all your help in the pits.

• Devon and Clint Zumwalt for their top-notch fabrication work and for being great friends at the track.

• Brent Albury for all your help with the nitrous setup.

• Dominic “Thumper” at Thumper Carbs for the beast of a carb and tuning assistance.

• Tommy Brooks for always being there to lend a hand.

• Johnny and Rose Johnson for their invaluable help during the early stages of the build and racing.

• K2 Electric for their ongoing support and sponsorship throughout the years.

The latest combination under the front end of the C10 is a roomy 565inch big block Chevy. The Dart block was filled a Callies crank, rods and pistons and Bullet cam then topped with Pro II aluminum heads, a massaged Edelbrock intake and tricked-out 1250-ish billet 4500 series carburetor built by Thumper carbs.

With the C10 needing some body work, Cameron took the opportunity to swap out the steel for a lightweight fiberglass front end and doors. Zumwalt was once again tapped to handle the changes, and Cameron commissioned A List Wraps for a custom exterior wrap. Underneath the

racy red vinyl is a full tube chassis built by Kermon and Travis Pardue. Hanging from the front rails is a Mustang II suspension with trick AFCO double-adjustable shocks, while beneath the bed you’ll find a ladder bar rear suspension working with another pair of AFCO shocks.

Inside, the C10 is race ready with extensive tinwork, a Racepak dash, Motion Raceworks shifter with electric shift, K&R switch panel and wiring, Nitrous Express progressive controller, GRID ignition system, LJRC steering wheel and Michael’s silent but dangerous passenger, his nitrous bottle.

The Cayenne-colored truck rolls on beautiful RC Components Hammer S wheels up front with Hoosier rubber, and Race Star 63 Pro double beadlock-equipped hoops in the rear with 28x10.5 slicks. Inside the cab there is no evidence of anything street

related, with all components focused on going quick and fast. Here, you’ll find a Racepak dash providing data, a GRID ignition system sparking the fire, and a Nitrous Express progressive controller ramping in the boost in a bottle.

ol’schoolcool!

“Racing has been an incredible journey and the best part is sharing it with the friends and family who come out to race with us,” Cameron said. “I’ve always been a gearhead and had plenty of hot rods, but trucks have always had my heart. I had no idea at the time just how much this build would change my life and how much support and love I would receive along the way.” Check

truckshavealwayshadmyheart...

Chevy C10 rips down the track in this truck vs truck pass!

Unfortunately we can’t share details of Cameron’s C10’s capabilities, but really, anything we could say would be false once he upped the jets anyway!

While Cameron has plans to up the nitrous jets, he enjoys each and every event he goes to with family and friends, and loves letting the next generation of enthusiasts get bit by the racing bug behind the wheel of his truck.

“The real reward comes when kids come up to see the truck. No matter where we are, I’ve got

a red white and blue helmet that matches mine, and we put the kids in the truck with their helmet on. Seeing the excitement and dreams in their eyes brings me back to those moments I had as a kid. That’s what makes the long nights, the busted knuckles, and the money spent all worth it.”

Story: Steve Baur

Car culture evolves over time...

...but one thing that seems to be consistent is enthusiasts finding their way back to their old self through automobiles.

Some 30 years after lowering his first Suzuki Samurai, Jamie Braden wanted to recapture that ownership feeling, purchased the rig you see here, and got busy reliving his youth while using experience, wisdom, and perhaps a few extra notes in the bank account to build something even better.

“I think I started helping him in the garage around eight years old,” Braden said of his father who got him started in the car hobby. “The first car I remember working on was a 1923 Ford T bucket. Since then, I have built everything from Opel GTs, Mustangs new and old and really got caught up in 30’s cars.” Braden also raced a 1969 Nova that was an auto shop class project, and after that he got into lowered Volkswagens and, eventually, a lowered Suzuki Samurai.

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The Suzuki has had numerous spring and shock changes to get the stance just right while ensuring it has plenty of on-track grip. A Ford 8.8 out of a 2000 Ford Explorer was narrowed and equipped with custom-length heavy duty Quick Performance axles and 3.73 gears. 16-inch wheels are off of a later model Suzuki Grand Vitara and tires are cheap and sticky, as long as they are true street tires that fit the classes Jamie runs in.

“First things first, I had to put in a full sound system so I could play my high school jams while cruising around,” Braden explained. “I had a full Kicker sound system installed consisting of ten speakers total and two amplifiers.”

Next up was an engine swap, and while many have chosen to upgrade to the Suzuki Sidekick engine, there are better options that require just as much work and the end result is something much faster, reliable, and easy to get parts for.

“After much Internet surfing I decided on a Honda K-series engine from a 2004 Acura TSX,” Braden told us.

Suzuki Samurai is a Sleeper!

After having 15-20 Samurais over the years, Jamie Braden simply wanted to relive his high school days and build a cool street machine that was more than capable at the drag strip

A Honda K-series engine out of a 2004 Acura TSX equipped with Pulsar 3582 turbocharger propels the compact Suzuki and Braden says he has never even pulled the valve cover off the 4-banger since the install, and that’s after numerous runs on the drag strip! A mildly built Turbo 350 transmission with a Hughes Performance 4,500rpm stall converter was adapted to the Honda engine.

He then ordered a takeout from a salvage yard, which other than changing the oil and bolting on parts, is all original and shows the stout nature of the venerated K24. Next up was a FuelTech FT550 stand-alone engine management system that would make wiring up the Honda engine much more user friendly than trying to work with a factory harness, and it would also make life easier when it came to tuning the engine, which received a custom turbo system and a Pulsar 3582 turbocharger with a TiAL 60mm wastegate.

Jamie Braden’s 1988 Turbocharged Honda K24 powered Suzuki Samurai

Body & Paint:

Factory body panels. Repainted by previous owner.

Chassis Modifications:

Chassis is pretty much stock other than a bolt in sport cage, and a c-notch in the rear for clearance.

Suspension:

Numerous spring and shock changes to make It not only ride well but perform at the track.

Engine:

Currently running a completely stock Honda K 24 2.4 liter 4 cylinder. Never even had the valve cover off of it!

Induction & Fuel Delivery:

Aftermarket fuel rail Alpha Injection Clinic 2400cc injectors, ½ ptfe fuel lines and the stock tank was modified to accept a Quantum 525 fuel pump.

Power Adder:

Custom turbo manifold, Pulsar 3582 turbo , Tial 60mm wastegate.

Transmission:

GM turbo 350 mildly built with a Hughes 4500 stall converter.

Rear:

Ford 8.8 with 3.73 gears and an upgraded posi traction unit.

Brakes:

Stock - Drilled and slotted stock front Samurai brakes, Stock rear brakes from Ford Explorer.

Tires & Wheels:

Suzuki Grand Vitara 16”wheels. I race in the “Hard Tire” so I use a very cheap tire from Amazon.

Interior:

Interior has been completely redone. Bolt-in roll bar, removable steering wheel, Fuel Tech dash.

ET & MPH:

Grudge no/time…sorry.

Most Unique Feature(s):

It is a Samurai! When was the last time you saw a super clean Samurai, dominating on the track.

Reason For Build:

I just wanted to relive my youth and ended up building a monster.

A FuelTech FT550 standalone engine management system was used on the boosted K24 mill and fuel supply comes via a custom rail equipped with 2400cc fuel injectors that are fed via a Quantum 535 fuel pump in the modified stock fuel tank.

The interior has been completely overhauled...

New upholstery and carpet join an aftermarket steering wheel and instrumentation, along with an aftermarket shifter and a sound system upgrade to add high quality blasts form the past while driving on the street or strip.

Supplying plenty of fuel for the boosted atmospheric conditions is an aftermarket fuel rail and Alpha Injection Clinic 2400cc fuel injectors that are fed via a Quantum 535 fuel pump in the modified stock fuel tank.

While every Samurai that came to the US was equipped with a manual transmission, Braden wanted an automatic and found a company called FABbot that had a kit to adapt a GM automatic transmission to the Honda engine.

With that, he was able to use a mildly built Turbo 350 transmission with a Hughes Performance 4,500rpm stall converter. The drivetrain fortification continued with the addition of a Ford 8.8 rearend out of a 2000 Ford Explorer. Braden had his friend, Rusty Weining, narrow the housing, and a 3.73:1 gearset and a pair of custom-length Quick Performance axles got things turning.

The Samurai’s chassis is essentially stock with the exception of a bolt-in sport cage from Low Range Off-Road and C-notch mods in the rear to allow room for the axle in the Suzuki’s lowered stance. Braking happens by way of a stock front disc setup with aftermarket drilled and slotted rotors and stock Explorer brakes on the

rearend.

With its utilitarian design and aesthetic providing an arguably timeless design, Braden’s Samurai looks rather modern for an ’88 model, and the 16-inch Suzuki Grand Vitara wheels are certainly a nice update as well. The body is all factory, though it received a repaint during the previous owner’s stew-

ardship. Underneath the shiny skin, the Suzuki has had numerous spring and shock changes to get the stance just right while ensuring it has plenty of on-track grip. And grip would be needed as the Suzuki is campaigned in “Hard Tire” classes, meaning it runs the track on honest to goodness daily driver radials.

The

body is all factory

Jamie Braden’s very deceptive Suzuki is a super clean example that he sourced out of Florida. No longer an off-road warrior, this Samurai was lowered and setup for a different type of battle.

The inside of the little 4x4 has been completely overhauled. New upholstery and carpet join an aftermarket steering wheel and instrumentation, along with an aftermarket shifter and the aforementioned sound system upgrade.

“When was the last time you saw a super clean Samurai dominating on

drive up to the staging lanes is always funny. You get the typical looks of ‘Why is that here’ mixed with the occasional, ‘Hey watch this thing. It’s fast!’”

Performing most of the work himself, Braden was able to complete his build in around seven months and while he initially just wanted to relive

...he ended up building a monster...

We wish we could tell you what the Samurai is capable of numbers wise, but you might not believe us anyway. Rest assured it has taken its fair share of

...When was the last time you saw a super clean Samurai dominating on the track?

JAMIE BRADEN

“My most memorable experience was getting a call from Jerry Garrison, who I did not know at the time, saying he saw me at a test and tune in Phoenix and wanted to know if I would be interested in bringing the car to California to participate in a race,” Braden recalled. “I was absolutely blown away that someone outside of my little friend group wanted to see this little Samurai. Honored, we loaded up and head to Barona for its first actual race and ended up winning

the whole thing surrounded by family and friends! A big thanks goes out to Jessica Marie my girlfriend who has not only supported this crazy deal but really encouraged it. Rusty Weining for the late-night fab calls, William Wyatt and Curley Flores for all the Tuning and Dyno time they put in to make this happen, and all my friends and family who have supported this project, going to the races, buying shirts, and sending encouraging words.”

RPM

It’s always cool when door cars sound like Top Fuel machines...

...and this 1963 Dodge Polara belonging to the Bad Judgement Racing Team of Waukesha, Wisconsin, hits pitch perfect with its screw-blown, injected Brad Anderson Enterprises Hemi.

This particular Polara was never titled and it has spent its entire life on the dragstrip. Purchased from Ed Spiers in 1992, the Dodge was a much different car back then.

“I was not sure why he loved this ugly old Mopar, but that’s what we are known for now,” said son

Clinton Kilpatrick. At that time, owner Jim Kilpatrick had three young children to feed at home and just broke ground on a new automotive shop the year prior. The Polara was destined to become the face of Kilpatrick Engine and Transmission and Jim raced it for a few years before the old chassis lost its luster.

The mean “weathered” look has an interesting story behind it. Harley Davidson, Willy G., and Bill Davidson approached the Kilpatricks for a special drag racing exhibit at the Harley Davidson Museum in 2017 and Greg Z Designs and Z Wrap Factory wrapped the entire car. The car is actually gloss black under the wrap.

The Polara was sent to Dave Zellmer Race Cars in Eagle, Wisconsin, to have the staff there weld up a full tube chassis.

“The chassis was way ahead of its time and was a great bracket car, sporting a 500-inch’ motorhome block with Stage 5 Hemi conversion heads with a good dose of nitrous,” Clinton Kilpatrick explained. “The car was a consistent 8.40 deal in the mid ‘90s. Fast forward a few years and we bought some old worn out blown alcohol motor and destroyed a lot of parts figuring that out.”

In 1995, Kilpatrick and Dennis Stegall teamed up to form Bad Judgement Racing.

“My siblings and Dennis’ two daughters Nicole and Sarah raced Jr. dragsters at the time and we were ultra-competitive,” Kilpatrick told us. “We would race Jr. dragsters in the morning, then stay very late at night to race the big car after. We lived at the track most of our summer.”

The Kilpatricks took a break from the Polara and were successful with a nitrous-boosted, HEMIpowered Top Dragster entry that proved to be a consistent, racewinning machine. Consistency can be boring, however, and the team put the nitrous engine in the Polara to see what would happen.

The Polara looks fast sitting still with its slight raked stance and towering blower and fuel injection setup that reaches up past the roofline.

What makes this car look extra slick is the large number of original trim pieces used in the build, not to mention the Willy G.-signed hood and custom carbon rear wing. The large front grill with all those lights is

“Doing big wheelies in a door car was way cooler,” exclaimed Kilpatrick. Bad Judgement Racing competed in index events with the Polara and even won a True Street-style race with the Dodge.

“That combo was OK, but I resurrected the old blower combo,” Kilpatrick said. “I was instantly hooked on boost.”

Initially, the supercharged engine combination consisted of a 526 cubic-inch, Ken Veney/Keith Black engine with a Roots blower. The team later upgraded to the current 521 cubic-inch, low-deck billet block from Brad Anderson Enterprises. It’s filled with a Bryant crankshaft, Carrillo pistons, and R&R Racing Products connecting rods.

A PSI D-rotor screw blower with JBR carbon fiber injector hat tops the long block. A Lenco CS1 threespeed transmission with Bruno drive unit sends power rearward to the fabricated rear end.

What more can you say about a blown injected HEMI…. that it’s got over 3,000 horsepower that’s what!

Jim and Clinton Kilpatrick’s Blown Hemi 1963 Dodge Polara

Body & Paint:

Owned since 1992. Original steel body, composite front end and modifications throughout for tire fitment etc.

Harley Davidson, Willy G. and Bill Davidson approached us in 2017 for a special drag racing exhibit at the Harley Davidson museum in 2017. They had us wrap the entire car in the current “rusty” wrap done by Greg Z Designs and Z Wrap Factory. The car is still gloss black under the wrap. Greg did an amazing job, and the wrap has held up very well. The detail is second to none. This ‘63 Dodge was never titled, being a racecar its entire life. My father bought the car in 1992 and we are the fourth owner.

Chassis and Suspension:

The car was originally built by Dave Zellmer Racecars of Eagle Wisconsin. Dave and Bryan Metzenhiem still help with a lot of chassis setup. Custom 4-link/coilover rear suspension. Tubular custom front end with coilovers and rack and pinion steering.

Engine:

521 Brad Anderson billet block, Total Flow/Chuck Ford high port heads. Manton valvetrain, Bullet cam, CP Carillo pistons, R&R rods, Bryant crank.

Induction:

PSI D-rotor screw blower, JBR carbon hat.

Electronics:

BR Motorsports Black Magic 56 amp magneto, MSD coil, points box and Power Grid, Davis Technologies traction control.

Transmission:

Bruno drive unit with dump valve, Pro Torque custom billet torque converter, Lenco CS1 3 speed transmission.

Rear Differential:

Dave Zellmer Racecars custom housing.

Interior:

Stock steel dash to fit class rules at the time the car was built…now it’s just cool! Sheet metal interior made inhouse.

Unique feature:

It’s a 1963 Polara!

Reason For The Build:

The ‘63 Polara wasn’t used by many people to make race cars; it is so unique.

Special Thanks:

• Dennis Stegall - our race partner; passed away last year.

• Dane Kilpatrick, Jerry Raneri, Dan Rydeski for crewing every race.

• Tracy Bartlien of Bartlien Barrels helps us out tremendously with sponsorship.

• Connor Mcelvain at Butter Welding.

• Brian Metzenhiem at Metz Performance

• Smart Machine Tool

A Bullet Racing camshaft actuates the Manton valvetrain in the Chuck Ford HEMI cylinder heads that initially ingested air from the Roots blower, but it was later upgraded in 2020 to the current PSI D-rotor screw blower that’s wearing a JBR

A 521 cubic-inch BAE lowdeck billet block is filled with a Bryant crankshaft, Carrillo pistons, and R&R Racing Products connecting rods. A Bullet Racing camshaft actuates the Manton valvetrain in the Chuck Ford HEMI cylinder heads

carbon fiber injector hat. Lighting the pressurized intake charge is a BR Motorsports 56-amp magneto and MSD ignition coil that are managed by an MSD GRID and Davis Technologies traction control device.

Only the most formidable transmissions can withstand the rigors of 3,500 horsepower, so the Kilpatricks equipped the Polara with a Lenco CS1 threespeed transmission, a Bruno drive unit and a custom Pro Torque converter. Bringing up the rear is a Dave Zellmer-built rearend housing that is packed with goodies to survive the punishment dished out by the blown Hemi.

A number of years back, since the Polara was destined to become the face of Kilpatrick Engine and Transmission, the car was sent to Dave Zellmer Race Cars for a new full tube chassis. That chassis was far ahead of its time and remains in the car today.

Both big and small tires find their way on the back of the Polara depending on the event/ class, and the American Racing front wheels look perfectly at home on the wrapped body.

The chassis remains as Dave Zellmer fabricated it oh so many years ago, though Dave and Bryan Metzenheim of Metz Performance assist with the chassis setup. The Kilpatricks stop the Polara with a set of custom disc brakes and they run both big and small tires on the back depending on the event/ class, and the American Racing front wheels look perfectly at home on the wrapped Polara body.

The stock steel dash with gauges are one of the first things you notice inside the Polara, and then it’s the Legendary Lenco transmission shifter levers. The interior tinwork was done in-house, and the cage is the work of Dave Zellmer Race Cars.

“Harley Davidson, Willy G., and Bill Davidson approached us in 2017 for a special drag racing exhibit at the Harley Davidson Museum in 2017,” Kilpatrick said. “They had us wrap the entire car in the current ‘rusty’ wrap done by Greg Z Designs and Z Wrap Factory. The car is still gloss black under the wrap. Greg did an amazing job and the wrap has held up very well. The detail is second to none!”

The Kilpatrick’s Polara was never titled and has spent its entire life on the dragstrip. It’s still an original steel body tub though, with composite parts being added, including the front end.

...andthat’sa wrapfolks...

On the inside of the Mopar, it’s hard not to miss the legendary Lenco transmission levers.

The interior tinwork was done in-house, and the stock steel dash remains as it is sometimes required for the classes they run, not to mention it looks downright cool, too.

“The ‘63 Polara wasn’t used by many people to make racecars, and that’s one of the things that make it special,” Kilpatrick told us. “Special thanks to Dennis Stegall, our race partner who passed away last year, and to Dane Kilpatrick, Jerry Ranieri and Dan Rydeski for crewing every race.

Tracy Bartlein of Bartlein Barrels helps us out tremendously with sponsorship.

While the early Dodge musclecars are usually found racing in nostalgia Stock and Super Stock classes, the Kilpatrick’s Polara takes the road less traveled, and it’s a much faster one— exactly what you might want for a flagship vehicle for your business. And when asked about the car’s performance, Kilpatrick had this to say about that, “Since we mostly run no-time with it about all I can say is that the engine makes 3000+ hp.”

This exciting category showcases an eclectic mix of featherweight door slammers rowing gears and capable of exceeding 200 MPH, focusing on the full quarter-mile experience. Competitors will utilize both slicks and radial tires.

The Cecil County Crew has mastered the art of achieving the perfect balance of wheel speed for slicks and optimal traction

for radials. This proficiency was evident during testing and qualifying sessions, with impressive performances across all classes, notably from the standout category, Pro Modified.

Now in its 16th year, the Nationals caters to a broad fanbase and ensures every moment is accessible no matter where you’re watching from with the popular free live stream from Motormania TV each and every year.

PRO MODIFIED

Pro Modified number one qualifier

Jimmy Taylor “JTaylor” blew the crowd away as the Xtreme Racing Engines

Carl Stevens built one brutal twin turbo engine for this stunning 69 Camaro clicking off an insane 3.540 @ 223MPH! Running right there at the number two spot is the Pilot Racing Team “Savage” Corvette filled with screw blown hemi power piloted by veteran Steve King. Steve lit the boards with a stellar 3.544 @ 210MPH! bringing up the number three spot was the Nitrous powered “Blacklist” Camaro of Jim Halsey, pumping 3ft flames as far as you could see netting a stout 3.582 @ 203. One of the first times I can remember all power adder combinations were in the top three, Turbo, Blower and Nitrous. Sounds like the rules are right on target.

Not only were the two finalists the quickest in qualifying but were also the most consistent in rounds leading to “JTaylor” and “XRE Xtreme Racing Engines” Camaro and the “Savage” screw blown Corvette of “Pilot Racing” to meet in the burnout box for the top prize. Both teams came to the line prepared, “JTaylor” was .051 on the tree to Steve Kings very good .026. Taylor would have to settle for second place getting out of it early 4.643 @ 115 as Steve King and Team Pilot Racing would nail his wheels up pass cleanly 3.601 @ 206MPH for the well-earned title and a wad of cash worth $20,000. On a side note, The Pilot Racing Team spent the weekend engaging with the crowd at a level rarely seen by a team, shooting Savage T-Shirts into the crowd with an air gun, handing out bright orange inflatable Savage Cheer Sticks by the hundreds and plastic clappers for the kids.

PRO MODIFIED

PRO 275

In Pro 275, hometown hero Mo Hall and many time champion had placed himself strongly in first place of qualifying with a solid 3.638 @ 205 in his 2019 Vette outfitted with HUGE nitrous enhanced cubic inches. The absolutely evil Dodge Dart of Blaine Johnson held the second spot 3.692 @ 202 with a deafening screw blown hemi making his power and Veteran Frank Soldridge of “Carbon 65 Racing” put a heck of a tune in the sleek twin turbo Corvette to bring up

the rear in the third spot with 3.697 @ 218 screaming MPH. On a side note, we’ll add the number four qualifier Brian Chin who premiered his outstanding Cadillac CTSV powered by a 959 inch monster and delivered a 3.706 @ 194 after just a few full passes.

Soldridge and Hall would meet in the finals and Soldridge had this pass from the start with an .037 light 3.679 @ 216 to take the title of the Pro275 Champion and $20,000.

PRO 275

LIMITED DRAG RADIAL

The Limited Drag Radial category continues to evolve as a proving ground for powerful, quick, street-appearing cars. Leading the charge in qualifying was Brett LaSala with his striking green Mustang, equipped with a twin-turbo 5.0L Ford Coyote V8. Nicknamed “Snot Rocket 3.0,” this beast set the bar

high by clocking an impressive 3.952 @ 193. In second place, Dale Arnold brought his 2018 Dodge Demon powered by a GEN 3 HEMI and F-3R blower and laid down a blistering 3.970 @ 184, and Brian Weddle rounded out the top three with his wild screw-blown HEMI first-gen Camaro with 4.010 @ 182.

Dale Arnold faced misfortune in the final round due to an oil leak discovered after the burnout. This setback forced him to shut off, granting LaSala a smooth path to victory with an effortless 4.219 @ 139, securing the title and taking home the $10,000 prize.

ULTRA STREET 275

Running 4.40s on radial tires is no easy feat, requiring remarkable skill, unwavering dedication, and precision to achieve such results in fiercely contested events.

Leading the charge was Camren Massengale in his fuel injected nitrous Corvette, clocking an incredible 4.403 @ 159 to claim the top honors. Maryland’s hometown favorite Connor Hartsock followed closely in second place, delivering an identical 4.403 @ 159, missing the lead spot by mere thousandths of

a second. Rounding out the podium was Terry Wilson in his 1995 Mustang, securing third place with a strong run of 4.428 @ 157.

Reigning Yellowbullet Ultra Street champion Connor Hartsock would find himself against another veteran of the Nationals, David Fiscus in his wild Buick turbo V6 Powered Mustang notch. Fiscus laid a .000 perfect reaction time on Hartsock but had to lift as Hartsock would double up his title on a traction limited 5.038 @ 154 taking home his $10,000.

WARRIORS

Qualifying turned out to be an electrifying event for the Warriors. When the action settled, last year’s Yellowbullet Nationals Warriors “A Class” champion, Craig Walls, claimed the top spot with an impressive 4.033 second pass at 185 mph in his stunning turbocharged Fox Body. In second was Dustin Cotton, who piloted his sleek 4th-gen twin turbo Camaro to a near-identical performance with a pass of 4.044 seconds at 189 mph and securing third place was Paul Satterfield in his striking Camaro, clocking in at 4.105 seconds at 174 mph. In the finals Walls took the tree with

.031 ahead of Dustin Cotton, now .069 but at the stripe Cotton had made up the difference and more as Walls fell with a strong 4.060 @ 183 to Cottons blistering

4.020 @ 191 winning pass by a mere .002 difference at the finish! Incredible performance and a fitting finish to the Warriors “Class A” champion Dustin Cotton $10,000 richer.

Warriors “B” class featured Wayne Gopshes turbocharged 1999 Firebird with a 4.292 @ 180 \hit over Tyler DeSantis piloting Joe Alagna’s stunning turbocharged 69 Camaro running 4.431 @ 164.

What’s Old Is New if you haven’t read

it yet!

Each month we host 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!

CLICK A COVER OR SCAN A QR CODE TO GO BACK IN TIME!

8.50 INDEX

If you’re a fan of high-octane drag racing, the 8.50 Index class is likely already on your radar. This thrilling class brings together a wide range of cars and drivers, offering plenty of variety and excitement with every race. Out of 60 competitors only 32 made the cut, and the competition was nothing short of relentless.

Dan Purdy took #1 spot with an

8.501, a perfect example of mastery in his deep blue 4th gen Camaro. Steven Kracht powered his immaculate 1969 Chevelle to second at 8.502 with Ralph Rubino placing third in his Black Buick 8.503.

For the final, Travis Bowman in his 87 Mustang whom qualified 23rd would face the beautiful blue 67 Chevy Nova of William Sanford who was number 17 in qualify-

ing. Once the bulbs turned green, both racers nailed almost identical .020’s reaction times. At the stripe, Bowman 8.447 @ 162 would be too quick in a double breakout scenario with William Sanford launching hard with wheels up to a slower but winning 8.477 @ 151 taking home the big $10,000 check and title of 2025 8.50 Index Champion.

850 INDEX

10.0 INDEX

With forty-eight cars trying to make their way into this tough group, you have to really appreciate just how close these racers are at the top of the field of thirty-two cars and a bump spot of 10.05!

Kris Chaclos and his high-flying Mustang allmotor beast plays in both Pro Dial and 10.0 Index. Another formidable champion of many local tracks is Kevin Spencer from Conowingo MD, this Chevy Nova is a terror and is always into wild wheels-up action for the fans.

In the final, Shane Ballas in his little S10 would really put together an almost unbeatable pass though by any standards with a .002 light on a 10.021 run, while his opponent Anthony Cupola would breakout trying to catch upwith a .033 light and 9.979 run.

TOP SPORTSMAN

Sixty three Top Sportsman cars took a shot at the main class now split in two with the quickest of the quick in the “Elite 16”. The top three cars were in the three second zone and almost like clockwork Erica Coleman’s 3.848 @ 193 topped the class in the nitrous injected Camaro. In the “Top Sportsman 32” Mike Daymude’s 2008 nitrous injected Dodge Stratus lead that pack with

a 4.26 @ 165.

In a side by side final in the Elite 16 class, the brutal nitrous injected Dodge Viper of Dan Ferguson, spitting fire on each pass from the big cubic inch engine, would fall to the absolutely stunning blown Camaro of Michael Cerro with Ferguson running 3.929 @ 188 on a 3.91 dial to Cerro’s 4.063 @ 184 on a 4.05 dial in.

The Sportsman 32 final would

be between the sleek GXP of David Muller against the wild supercharged Oldsmobile Cutlass of veteran racer Levon Curry. Curry would fall into runner up spot, a mere “.031” off his dial-in of 4.54, leaving 4.571 @ 156 on the boards while David Muller would be tighter to his dial-in on his .018 4.438 @ 155 for the winner’s spot. Capturing the title and the $3,000.00 cash!

TOP SPORTSMAN

PRO DIAL

Always the largest class, Pro Dial is anything from a 7 second nitrous backed 57 Chevy like “Fast” Freddy Perkins III or an 8.47 second street sleeper that can run that number and drive across the country for a race and drive right back to my hometown in Bucks County PA.

Rick Steinke’s “Honk If Parts Fall Off” twin turbo Chevelle is a perfect example of what fills the lanes in Pro Dial.

In the final, the Oxford PA. native Mark PetitDeMange in the SRS Fitness Inc. Nova broke-out running too quick with 10.68 on his 10.70 dial as Derrick Bilboe in his sedate little Ford Ranger drilled his winning number posting an 11.478 on a 11.47 dial-in taking home the prize of $2,500!

OUTLAW IMPORTS

New to the YB Nats, Outlaw Imports are all about running the full 1/4 mile in heads-up competition banging off low 6 second hits at over 200MPH. These ill handling, high-performance imports were ready to battle it out for a $10,000

prize and make their mark on a skeptical crowd who immediately took to the class with loud cheers and standing ovations with each wild pass! The stage was set, and 6.60 @ 216 was the number one qualifier by Jamil Negron in his 95 Mazda.

After the full 8 car ladder expired to the finals, Jamil Negron’s 6.521 @ 216 would take his win over Jose Mendez, the number 3 qualifier, who needed to let off early for an unforgettable show for these first time Outlaw Imports.

YELLOWBULLET KIDS

Once again this year, the top 4 winners from each group took home some amazing prizes in the kids games at the YB Nats. After the contest, the kids draw numbers to pick a prize from the raffle table. Everyone goes home with more toys and candy than they started the weekend with, as Monty and Maria packed the trailer with some really cool stuff for the kids, and some extremely generous sponsors from the community also kicked in bikes, Eagles tickets, and other great prizes!

A HUGE THANKS...

“I really want to thank everyone who helped make the 2025 Yellowbullet Nationals what it was,” said event frontman Monty Mikho. “You could feel the energy all weekend long, and I’m beyond blessed to have such an incredible team, loyal racers, and an amazing fan base who truly make this event happen.

First off, I’ve got to thank my wife, Maria Szkudlarek Mikho, for putting up with me year-round. She’s always the one to pick me up when I’m ready to throw in the towel. To David Mikho - thank you for everything you do, from selling shirts to promoting the event. You’re seriously appreciated more than you know. Huge thanks to Jim Halsey and Cathy Crouse Halsey for help-

ing make this whole thing possible. Jeff Kline - your work on graphics, flyers, logos, promotions, sponsors, everything, means so much every year. And to Robert Brian, Heather Miller, Patty Comparato DeMichele, Seth Cohen - thank you for always being there. I couldn’t do this without you.

There are so many people behind the scenes who make this event what it is. From the track crew at Cecil County Dragway, to those who donate money and prizes, to the media shooting the event, to every single sponsor, and even the folks who just show up at a moment’s notice to lend a hand, I appreciate you all more than words can say. My tech guys John Sears, June Jun-

Tech Torres Soto, Jennifer Baker Briggs, and so many others. I’m overwhelmed with the amount of support from everyone! I’d keep a notebook of everyone to thank but I’d have to spend all weekend writing names!

Congrats to all the winners in every class, and to everyone who set records and personal bests!

Special thanks to Yellowbullet Nationals Official Sponsors: Mickey Thompson Tires & Wheels, Induction Solutions, M&H Mechanical, Ace Aeronautics, LLC, The RV Shop, Hoopes Fire Prevention, Inc., FuelTech, Jesel Valvetrain Innovation, Salvato Designs. Let’s do it again in 2026!” RPM