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itsworn · 6 years ago

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A 2000hp steel-body 1967 Mustang Fastback Built for Grudge Racing

Southern eighth-mile grudge-match staging lanes are often filled with LX Mustangs, G-bodies, second–generation Novas, and fourth–generation Camaros. They’re inexpensive and feature tons of room for performance upgrades. Buried in those lanes, you may discover this gem: an original 1967 Mustang Fastback. It’s a steel-bodied car with immaculate paint and stellar craftsmanship designed to turn heads and blow the tires off the competition—and it doesn’t have a LS under the hood.

Powered by a 600ci big-block Ford, it made 1,800 hp at 7,900 rpm to the 275 tires, on what the owner calls the mild tune. It only took nine months to complete and has a best eighth-mile pass of 4.70 e.t. at 150 mph. Owned by Chris Cantrell of Anderson, South Carolina, it’s currently maintained by Stallion Autosports in Greenville, South Carolina.

The car was completed in January 2018 after only nine months under the knife. While it’s street-legal, the car has mostly seen eighth-mile tracks, with a best e.t. of 4.70 at 150 mph.

To build a street-driven 1,800hp Mustang, you don’t need just money, you need a team. It’s important to have friends who share your dream and passion. For the large group of friends that make up All Business Racing, they had enough of the formula to make it happen.

It all began—as any good project does—with the group of friends bench-racing. Member Jeremy Pearson purchased a mint 1969 Camaro, and the guys talked about building an equally nice Ford. But the “body–shop jail,” as it was coined by the crew, usually slows down a project so much that it kills the fun. Fellow member and fabricator Craig Owens had the bright idea to buy a finished car and rebuild it. They decided to buy Jeremy’s brother’s beautiful pro-touring Fastback Mustang. The car featured a custom-built 408ci stroker, a five-speed, nine-inch rear axle, and a complete Total Control Product suspension package. But more importantly, it had finished paint.

The group of friends that make up All Business Racing set out to build a high-quality, grudge-match Ford for facilities like Atlanta and Charlotte dragstrips. The car debuted at the NMRA/NMCA All-Star Nationals at Atlanta Dragway, running in the Radial vs. the World Class.

“Within 24 hours, we had the car stripped down to nothing more than a roof and two quarter–panels,” said Jonathan Bridwell, friend and owner of Stallion Autosport. “Everyone thought we lost our minds when we told them we were cutting it up.”

Craig and Jeremy, of JP Automotive, built the double framerail chassis and SFI 25.5–certified rollcage. Allen Pittman of AP Race Cars in Greenville, South Carolina, did the custom carbon–fiber floorboards, and Got-U–Covered built the headliner and dashpad.

The Mustang is fast, but not yet consistent. The nitrous formula allows the team to dial it in as track conditions change. “When to bring the nitrous in, and how much- that’s the learning curve,” said owner Chris.

In order to keep this freshly–painted car in good condition, the team covered everything with 3M Welding and Spark Deflection Paper. “We built the entire chrome–moly chassis between the factory rockers and never put a scratch on the car,” said Jonathan. “It was a lot faster than we could have sent the body out for bodywork and paint.”

Chris owns a few different race cars, including a four-speed, straight–axle gasser, but this one was intended to be different. We were able to achieve it without manipulating the body,” he said. All the glass is factory, the bumpers original, and even the stainless–steel trim remains. “We emphasized on keeping the body as correct as possible.”

From the front, there are only a couple giveaways to the car’s true potential: Weld Racing spindle-mount wheels, header collectors extruding from the fenders, and the drag radials hidden between factory quarter-panels.

The jewel of the build is the monster big-block Ford built by C&R Machine Shop with a C&C Motorsports Boss 429/427 aluminum, six-bolt-main block that’s been punched out to 600 ci. It features Oliver Racing Parts rods and Diamond Racing pistons. Topping off the short–block are Kaase Boss 9 heads that were ported by C&R Machine Shop. A custom-built COMP solid–roller camshaft and T&D rocker arms round out the valvetrain.

The engine alone makes more than 1,100 hp, but that doubles when you add the nitrous. The system consists of two custom-built nitrous fogger systems. Hogan’s Racing Manifolds in Mooresville, North Carolina, built a custom aluminum intake, and the team assisted in developing the two foggers with Dave Basher of Nitrous Outlet. Dave then flow–tested the intake to calibrate a true 550 shot from each system. The magical 1,800hp dyno run featured two shots of nitrous pulled back to around a 300 shot each.

The Mustang rides on Weld Racing V-series two-piece billet wheels measuring 17×4 inches up front, and the 15×12 inch rears are wrapped in Mickey Thompson 275/60/15. While the carbon-fiber wheeltubs and narrowed framerails will allow for a pair of 315-wide tires, the team only plans to run the smaller 275 tires.

A MagnaFuel 750 fuel pump supplies fuel to Holley injectors and an Accufab 105mm throttle–body. Despite the over-the-top nitrous system, there’s no separate nitrous controller—everything is run on a single Holley Dominator ECU. The big-block is backed by a TH400 two-speed custom–built by TCS Products. It features a transbrake and a B&M Pro Bandit shifter.

Chris’s days of driving his four-speed gasser have spoiled him. What’s it like to drive the Mustang? “To be honest, it’s awfully boring to drive,” he said, with a laugh. “It’s such a smooth–driving and fun car, but once you get used to racing a low-5-second, four-speed, straight-axle gasser, you have to go really fast in an automatic car to get exciting.”

It’s occasionally street-driven, but with 15.5:1 compression you won’t see it at the local 7-Eleven gas station. The engine runs on VP Racing Fuel C16 or the Renegade Nitrous Pro 120+; both are leaded race fuels that feature 120 octane ratings and are designed for nitrous applications.

You may have already guessed the team’s biggest problem with the combination of big power and small tires on eighth-mile tracks: traction, or lack thereof. Blowing the tires off the car is common, but “if we can get the car to 200 feet, it’ll go straight every time,” said Chris. “We can show up at any track and can get consistent within a few hits, but getting it to go down every surface consistently—that’s the real challenge.” The huge amounts of nitrous allows the team plenty of room to dial in the car on any given run.

As the crew dials in the car for consistency, they’re still scheming about the future, making plans to attend HOT ROD Drag Week, competing in the Unlimited Class. The plan is to drop the compression and cubes to 10:1 and 500 ci and compensate with turbos. They’re also considering the construction of two separate injector systems: one for pump gas and the other methanol. Craig, the lead fabricator who had the idea for the build, lost his life in a severe drag-racing accident in 2016 and never saw the Mustang race. “Craig was extremely talented, and we miss him very much. Anytime we have the car out, we are always racing in his honor,” said Jonathan. We hope, they are able to attend Drag Week, honoring their friend on every pass.

Nitrous Outlet helped the team bench-flow the 1100hp worth of nitrous through the custom-built Hogan’s Racing Manifolds. It’s a custom-designed dual-fogger system worth two 550hp shots of nitrous.

The Kaase Boss Nine cylinder heads are topped with Kaase valve covers. The headers are custom-built by JP Headers with 2 1/4-inch primaries and high-temp coating.

The front suspension consists of a Strange Engineering Aluminum Strut package. Strong and lightweight, the system was designed specifically for drag racing, with the spindle cast into the bottom of the strut. The kit includes Strange Engineering hubs, springs, 11.25-inch rotors, four-piston calipers, and lower control arms.

Although it was built as a grudge-match car, it’s legit with a NHRA 6.50–certified rollcage.

A 7.5-inch Holley Digital Dash sits behind a RJ Racecars Max Lightweight steering wheel. A Halon fire suppression system keeps the driver safe in the event of a fire.

A Holley Dominator runs everything on the car, even traction control.

The car’s two 15-pound nitrous bottles are refilled after every pass, as it consumes roughly 10 pounds of nitrous on a single eighth-mile pass. The 600ci Ford has never been on an engine dyno outside of the car, but it’s estimated to make about 2,070 hp.

This build started with a completely restored, show-quality Mustang that was then built into this monstrous drag racer. “We cut that car up,” said Chris. “From rocker to rocker, bumper to bumper. It was [a] tedious and nerve-racking process.”

FACTOIDS Purchase Price: $32,000 Invested so Far: $180,000 Engine Size: 600 ci Compression: 15.5:1 Nitrous Wheel Horsepower: 1,800-plus at 7,900 rpm Engine-Only Wheel Horsepower: 1,100-plus Best Eighth-Mile Pass: 4.70 at 156 mph Best Quarter-Mile Pass: Ain’t Tellin’ Build Time: Nine Months

Mustang Vs. Sports Car 2016 McLaren 570S Suggested MSRP: $184,900 Eighth-Mile Lap Times: Low-7s Engine: Twin-Turbo 231ci V8 Seats: 2

1967 Mustang Fastback Cost Invested: $180,000 Eighth-Mile Lap Times: Mid-4s Engine: Nitrous-fed 600ci V8 Seats: 1

The post A 2000hp steel-body 1967 Mustang Fastback Built for Grudge Racing appeared first on Hot Rod Network.

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sailorrrvenus · 6 years ago

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We Shot an Award-Winning Landscape Photo Using a Fog Machine

I needed a landscape photo of a foggy forest on a sunny day, in which beams of sunlight were streaming through the trees and creating beautiful sun rays. The only problem was that it was summer and there was no fog to be had… so I decided to rent a fog machine and see if we could make enough fog to simulate real fog.

For this task, I enlisted the help of my friend Chris Collacott, and together we created a pretty cool image. Here’s an 8-minute behind-the-scenes video we made of the experience:

youtube

Step one: Rent a fog machine. To my surprise, fog machines are available for rent from construction supply rental companies. They are commonly used to test buildings for air leaks. The fog machine we rented was called the Battle Fogger, and it created a stunning amount of fog. It was perfect for the job. The fog machine came with a jug of glycerine fluid which is what actually makes the fog.

Step two: Rent a generator. To power the fog machine out in the forest we needed a generator and a long extension cord. But now things are starting to get heavy so I brought along a two-wheeled dolly to haul all the gear deep into the woods.

Step three: Find a suitable location. I wanted tall straight trees that would make for great beams of light. I found a great location that had a mossy forest floor which was even better. I didn’t want a complicated foreground for this photo. The more simple the foreground, the better.

Step four: Get permission. I wanted to be sure we had permission to do what we wanted to do. The permission process was long and complicated. I will spare you the details but suffice to say we got our permission in writing.

Step five: Bring a friend: This is the kind of thing you cannot do alone. Fortunately, Chris is a landscape photographer and he has the patience for my crazy ideas.

Step six: The weather. The weather is everything. We needed a day where there was a clear sky so the sun rays would hit the fog, and also a day where it was not windy. Any small amount of wind would ruin the shoot because it would blow the fog away.

On the day of the shoot, we set up our gear and found a location that gave us a good foreground. We started up the fog machine and walked around with it.

The fog machine is much heavier than it looks and the extension cord kept getting caught on trees. It was a frustrating and tiring experience. The other challenge was that even though it was not windy, the fog was being blown from one side to the other very quickly.

At some points, we actually picked up our tripods and cameras and chased the fog as it moved.

Ultimately we got our photo. I shot a high definition panorama that I am pleased with. We had a fun day and this is definitely something I would consider doing again.

What made the day even more special is that I entered the photo into the Epson Pano Awards and the image won a silver award. Good fun!

About the author: Tim Shields is a photographer in fine art, a landscape photography coach, and an eCommerce entrepreneur from Vancouver, British Columbia, Canada. The opinions expressed in this article are solely those of the author. You can find more of Shields’ work on his website, Flickr, Facebook, and Instagram. This article was also published here.

source https://petapixel.com/2018/12/21/we-shot-an-award-winning-landscape-photo-using-a-fog-machine/

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pauldeckerus · 6 years ago

Text

We Shot an Award-Winning Landscape Photo Using a Fog Machine

For this task, I enlisted the help of my friend Chris Collacott, and together we created a pretty cool image. Here’s an 8-minute behind-the-scenes video we made of the experience:

youtube

Step five: Bring a friend: This is the kind of thing you cannot do alone. Fortunately, Chris is a landscape photographer and he has the patience for my crazy ideas.

On the day of the shoot, we set up our gear and found a location that gave us a good foreground. We started up the fog machine and walked around with it.

At some points, we actually picked up our tripods and cameras and chased the fog as it moved.

Ultimately we got our photo. I shot a high definition panorama that I am pleased with. We had a fun day and this is definitely something I would consider doing again.

What made the day even more special is that I entered the photo into the Epson Pano Awards and the image won a silver award. Good fun!

from Photography News https://petapixel.com/2018/12/21/we-shot-an-award-winning-landscape-photo-using-a-fog-machine/

0 notes