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Mopar Action Article Extra

Go For The Hat


Gary pulls the ‘chute whenever he has a chance because “it feels so good when it hits.”

Gary “Garu” and Pam Beineke, better known as the “Beine Team” have been churning out ’71 (G-Series) wing cars seemingly at an assembly line pace. Many of their creations (they call them “what if” cars, as in what if the factory actually continued the Daytonas and Super Birds into the 1971 model year. They base their handcrafted models on factory documents showing preliminary renderings and details of ’71 wing cars before the program was scrapped.

Working out of their home garage, the Beine Team fabricates parts, lays on a professional-quality finish and handles all mechanical work. Gary is a lawyer by day and a fabricator by night. He’s a fabricator by day when he calls in sick. Pam is a Registered Nurse and takes care of Gary when he calls in sick so they both can work on their current project.


Getting high at the April Maxton event. This shot shows the car in the 'street' configuration; using a stock-style ‘69/’70 Daytona/Super Bird front spoiler. Subsequent windt unnel tests at A2/Aerodyn helped resolve the lift issue with a larger front spoiler moved forward 3" from the stock location.

The B-Team’s current project (Exhibit A shown here) is a clone of Bobby Isaac’s K&K Insurance record-setting ’69 Daytona. But the B’s wanted more than just a “nice car that sat on the grass,” or collected fingerprints inside Building T at the Carlisles at Chrysler event, or the All-Chrysler Nationals, or whtever they call their event this week. So, what to do? A rolling breast cancer awareness display? No, the K&K car wasn’t pink. An attraction for Nurse Pam to give out flu shots? Naw, they might catch the flu. The B’s rolled up their sleeves and scratched their respective heads (each has one).

“Hey, let’s go land speed record racing. We haven’t done that since last Friday.” So quicker than you could say “Mopar Action,” the B-Team whipped up their vision of a ’71 Daytona designed to break the 200 MPH mark in the standing mile. ‘Course you’ll need to read the print version to get the complete story as we don’t give away the store online like they did in “Mopar Enthusiast” magazine. And you know what happened to them.

But we’ll tell you this: Garu did break 200 MPH and set a class speed record. And what about the hat? Gary takes a size 9.

After almost taking flight at Maxton in April, the dynamic duo knew they had to do something to keep the front end down. They fabbed up a larger, NASCAR style spoiler in anticipation of their appointment with A2/Aerodyn windtunnel in Mooresville, NC the day before the May ECTA event at Maxton. Results showed that the new spoiler cut lift by 2/3 and would make the car much more driveable, but didn't solve the lift problem. Romberg suggested a couple things which not only solved the problem giving the K&K downforce both front and rear, but save the Indy Hemi 98HP with aero mods alone. With no time to fab up the new spoiler, they ran the larger spoiler they arrived at A2 with.
Note the car is much lower than the April shot, but not as low as the June shot.

Meet the poster child of A2/Aerodyn Windtunnel. The results of implementing our findings from the windtunnel tests at A2/Aerodyn. At speed (200+mph) the car's stance is at or near static (parked). No tire scrub, cool tire temps, and the ability to drive it with the left hand only while the right shifts and prepares to pull the chute. All that for under $800 windtunnel time and an aero savings of 98HP to boot.

Starting line at the East Coast Timing Assoc.'s Maxton event. From this line, you have one mile to accelerate through the timing trap and about one mile to shut down.

Inside the trunk of the K&K is the lowered 16 gal fuel cell with old school NASCAR side filler tube. On right is the aluminum battery box and Flaming River's emergency battery shut off. The black cable along the left side floor is the parachute release cable. Just beyond that is the left side wing brace. Note the sheet steel rear firewall where the seat back would be.

Rear leaf spring hung with a vintage set of shackles used to raise the car 2" as necessitated by the windtunnel tests. Use of the lower support tube at bottom of shackles was shown in photos of the original K&K. The 3/8" steel rod and 3/16" supporting plates used to support the flared rear quarters.

This FAST EFI fuel kit supports 1000HP and comes with the pump, wiring, relays, and both pre and post fuel filters.

Precision Shaft Technology's 4" aluminum driveshaft with billet yoke (as required by the tailshaft bearings of the Jerico 5-speed) and 1350 solid U-joints. Solid joints are grease packed, but not drilled to retain strength. The Jerico 5-speed has straight cut gears in a magnesium case and has a .90 overdrive gear (for Bonneville use). Dr. Gas Exhaust, supplier of Sprint Cup exhausts, supplied this set of oval X-pipe and boomtubes which enhances top end power and helps with ground clearance. US Cartools integrated frame connectors help stiffen the frame/floor. TTI exhaust's ceramic coated 2 1/4" primary tube headers surround the Quick Time bellhousing and Charlie's Oil Pan custom dry sump pan.

Custom 3/16" steel torque boxes were fabbed in lieu of lighter factory boxes.

Wilwood's 4-wheel disc kit was used along with their adjustable proportioning valve accessible by the driver-located inside, just forward of the seat

Factory LCA's were reinforced with 1/8" steel plate leaving access holes for T-bar adjustment. Note the 11/16" tie rods and sleeves and swaybars from Performance Suspension Components. You can also see the QA1 adj. shocks and articulating LCA strut rod from RMS.

A closer view of the Jerico 5-speed, TTI headers, Charlie's dry sump oil pan, Quicktime Bell which houses American Powertrain's 'science friction twin ceramic disc set up which also includes SFI 130T steel flywheel and t/o bearing

When the chute decides today's not the day it wants to blossom, you need all the stopping power you can get...and with a 15" wheel restriction. Wilwood’s 4-wheel disc set up is the largest you can fit. Just ask the caliper and wheel...they're sooo close. Dsc 0105: That's Moser Engineering’s new stamped steel 8 3/4" rear end, 30-spline axles and center section with Detroit Tru Trac unit. An NOS set of 2.76/489 case ring and pinion was sent to Moser to install. The 30 splines were chosen to allow for a quick center section change using a factory pumpkin.

After pulling the rear quarters 4 1/2" or so, filler pieces are required to fill the void left between the outer skin and the inner structure. AMD's new ’71-‘72 Charger rear quarters were used.

The grand entrance to the East Coast Timing Association's land speed event at the Maxton/Laurinburg airport. ECTA holds 5 events a year at Maxton. (April, May, June(wanna lose weight, just slip on your SFI 15 or 20 firesuit and hang out with us for the weekend, Sept and Oct. 2011).

(L to R: Gary Beineke (builder), Dave Salazar (A2 general manager and operator), Pam Beineke (builder), Gary Romberg (aerodynamicist)

A moment captured in time...A STORY 40 YEARS IN THE MAKING…
MAKING HISTORY WITH THE ORIGINAL AERODYNAMICIST THAT WORKED ON THE 3/8TH SCALE G-SERIES MODELS IN 1970, GARY ROMBERG TESTS THE FULL SCALE MODEL BUILT BY GARY & PAM BEINEKE AT AERODYN WINDTUNNEL IN MOORESVILLE, NC. 40 YEARS LATER, IN 2010.

Only time will tell what the significance of this gathering will be, but it's undeniable that a car that was considered, but never built, was finally tested in full scale by the original aerodynamicist 40 years later. It's 208.4mph run (so far) proved out the findings of the windtunnel tests and give a glimpse back in time to what the future of NASCAR could have been.

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