MEGA MILL

Street Machine - - Legend -

IN­TRO­DUCED to NASCAR in 2001, the Dodge/mopar R5P7 358ci (5.9L) V8 is good for 850hp in race trim and will hap­pily sit on 9000rpm for an en­tire 500-mile (805km) race.

Be­cause of a rule change in 2012, all the rac­ing R5P7S were pen­sioned off, and while many of these cut­ting-edge pushrod mills found new homes in other race cat­e­gories, some have been turned into mega street en­gines.

Steve Day helped source the Evern­ham Mo­tor­sports en­gine for An­gelo’s VC. It was ready to rum­ble, but the plan to strap on a pair of T3-sized Comp Turbo hairdry­ers meant a full tear-down and re­con­fig­u­ra­tion was in or­der. A set of cus­tom rods was or­dered to drop the com­pres­sion from around 13:1 to a boost and E10-friendly 8.5:1. The solid-roller cam also had a bit ground off its lumps to tame things down. Strapped onto Steve’s dyno and with Peter Teague’s tune loaded into the Autronic ECU, the VC net­ted 748hp and 680lb-ft at 6200rpm – on just 6psi boost!

“Once I get used to it, we’ll wind the boost up to 10 or 12psi,” says An­gelo. “This should push out­put well past its race spec, while de­liv­er­ing heaps bet­ter re­li­a­bil­ity. It sounds real tame at idle, like a stocky with a cam in it. And while it does like to rev, it’s never in­sanely loud – it doesn’t at­tract too much at­ten­tion.”

I SPENT THREE YEARS COL­LECT­ING PARTS. THEY WERE IN MY GARAGE, MY SHED, UN­DER MY BED, EVEN IN OUR WALK-IN ROBE!

that ev­ery busi­ness and per­son in­volved in the build of his VC he wouldn’t hes­i­tate to use again. “I’m a builder by trade; I’m not a good welder, fab­ri­ca­tor, body or paint man,” he says. “I can’t take credit for the car; they all built it. But once it was painted, my brother John and I rolled it into the garage and as­sem­bled it our­selves. That way we knew ev­ery nut and bolt in the car.”

The orig­i­nal theme was a sil­ver ex­te­rior with a black vinyl roof, black in­te­rior and a pair of tur­bos for the 273. That all changed on the back of some wise ad­vice.

Peter Teague from PET Rac­ing talked An­gelo out of work­ing the old 273 and sold him on the idea of an EX-NASCAR mill in­stead (see side­bar, p41). With that 358ci beast no longer revving to 9000rpm, the orig­i­nal five-stage dry sump was re­con­fig­ured to a three-stage sys­tem, with its reser­voir tank mounted up un­der the pas­sen­ger­side fender. By keep­ing the tur­bos small, it’s on-boost by 1800rpm. PET also took com­pres­sion and cam out of it so it would hap­pily run on 95-oc­tane E10 but still pump out near 750 horses on 6psi, with a good bit more to come.

In the name of ser­vice­abil­ity, Elim­i­na­tor Rod & Cus­tom knocked up a re­mov­able ra­di­a­tor sup­port and front assem­bly – a cou­ple of hoses and a hand­ful of bolts and just about the whole front of the car comes off in one piece. From there the en­gine and built 727 Torque­flite can be eas­ily slid out as a sin­gle unit. The driv­e­line-re­lated fab work was per­formed by Pro Street De­vel­op­ment, whose hand­i­work in­cluded the head­ers, trans­mis­sion mount, and sheet-metal nineinch filled with a True­trac cen­tre, mas­sive 35-spline axles and Race Prod­ucts fullfloat­ing ends.

“Other than the doors, I don’t think there’s a panel in this car that hasn’t been mod­ded or re­made,” says An­gelo. “This cre­ated a con­stant battle of chang­ing things to make them work with all the other things we changed. Aaargh!”

Peter and the crew at Stylerod Pan­els spent many hours fine-tun­ing the panel gaps and fet­tling the body into its cur­rent ar­row­straight form. They then rolled the car into their booth to lay on that sensationa­l one-off shade of sil­ver.

The other big de­par­ture from the orig­i­nal plan is the car’s in­te­rior. “That’s all Em­manuel from the Trim Shop,” says An­gelo. “He said: ‘Go dif­fer­ent – don’t be one of these guys that do the sil­ver/black combo.’ I’m so glad I did.” Em­manuel sug­gested blue, which An­gelo was quite ap­pre­hen­sive about, but once the two saw a few blue samples up against the sil­ver, it was a slam dunk – and it looks awe­some! PROVC’S in­te­rior is quite a work of art.

“I didn’t want the ’cage to hang down at all, so we tucked it up very tight,” says An­gelo.

IN­TE­RIOR: What looks like a pair of buck­ets is ac­tu­ally the fac­tory bench rad­i­cally mod­i­fied. Other in­te­rior high­lights in­clude blue Nappa leather trim, a re­moved ra­dio sec­tion with push-but­ton start panel, Lokar ac­cel­er­a­tor, orig­i­nal steer­ing wheel, B&M shifter, pro­gram­mable Auto Me­ter gauges and Wil­wood pedal box with re­mote mas­ter cylin­der

BODY: An­gelo didn’t want to lose any of the VC’S shape or char­ac­ter, so it’s de­void of body mods ex­cept for the bon­net – which he says was a pain to get right. The ex­ten­sive chas­sis and sus­pen­sion mods, com­bined with a raised floor height, en­able PROVC to ride and drive su­per­low (around 125mm) with­out airbags

Newspapers in English

Newspapers from Australia

© PressReader. All rights reserved.