RB Speed and Kustom, LLC

RB Speed and Kustom, LLC We build what you want.....mild to wild

Automotive software : SCT tuner, Diablospert tuner, Hondata tuner
Land and Sea 1200hp automotive chassis dyno

Motorcycle software : Powercommander, TTS, Screaming Eagle
Dayton dyno 325hp motorcycle chassis dyno

06/05/2026

The Coyote just did something that took the LS over a decade to accomplish.

In less than 10 years it went from “that’s a cute little Ford motor” to:

• World record in Limited Drag Radial
• Lining up against BBC and HEMI combos with nearly THREE TIMES the displacement – and winning
• Forcing mid-season rule changes to contain it
• 4,000+ HP builds running 5.6 @ 265 MPH in the quarter mile

The LS had years of head start, the biggest builder community in the country, and unlimited parts availability.

The Coyote pulled up late, figured it out faster, and started making people uncomfortable anyway.

Where does this end? 👀

06/05/2026

BBC, LS, HEMI owners didn’t just restrict the Coyote.

They confirmed something.

When a class has to add 300 pounds, remove the intercooler, and pull the lockup converter mid-season… that’s not a rulebook adjustment.

That’s a confession.

It’s the racing world saying: we cannot beat this combination on the track. So we’re changing the track.

Brett LaSala didn’t get penalized for cheating.
He got penalized for winning.

There’s a word for that. It’s not “parity.” 🚨

Am I wrong? 👇

06/05/2026

Shipping WORLDWIDE !!!

06/05/2026

Bob Glidden won 10 Pro Stock championships.

Half the car community under 40 has never heard his name.

He ran Ford power when everyone said Ford power couldn’t win at that level. He proved them wrong for a decade straight. Then the rules tightened and the dominance faded.

Sound familiar?

The Coyote era is following the same script.

Different era. Different class. Different driver.

Same Ford. Same result. Same reaction from the field.

Glidden proved it first. Snot Rocket is proving it now.

Some things never change. 🏁

Drop a comment if you knew who Bob Glidden was before this post.

06/04/2026

The Ford 427 SOHC. The "Cammer." The engine Ford built in 1964 for one reason: Destroy the Chrysler 426 Hemi. Single overhead cam per bank. Hemispherical-style combustion chambers. A belt-driven camshaft that could survive rpm levels that would scatter a pushrod valvetrain. Ford's nuclear option in the horsepower wars.

NASCAR banned it before it could race. Bill France said no. Too exotic. Too expensive. Too fast. Ford was furious. But the Cammer didn't die. It went to the drag strip. Where nobody bans anything. Where the only rule is: How fast can you go?

In Don Prudhomme's 1968 Top Fuel dragster, the 427 SOHC found its highest calling. Supercharged. Mechanical fuel injection. Nitromethane. The engine that Ford designed for NASCAR was now running on a fuel that NASCAR would never allow. Force-fed by a high-boost blower that crammed more air and nitro into those hemispherical chambers than Ford's engineers ever imagined.

Over 2,000 horsepower in race trim. From 427 cubic inches. In the 1960s. When most production cars had 300 horsepower and most people thought that was plenty. Prudhomme's Cammer made 2,000. On nitro. Through a blower. Into a car that weighed less than a Volkswagen.

The internals were built for violence. Reinforced block. Forged everything. Racing valvetrain components designed to handle the brutal stress of Top Fuel competition. The Cammer's overhead cam design was its advantage. At the rpm levels a nitro engine reaches, pushrods and rocker arms become the weak link. The Cammer eliminated them. Direct cam-to-valve actuation. Fewer parts to break. More rpm before catastrophic failure. The engineering was elegant. The application was brutal.

Six-second quarter-mile passes. In 1968. When a six-second pass was the frontier of human speed on land. Prudhomme launched the Ford dragster off the line and crossed the finish in under seven seconds. At speeds that blurred the guardrails. At forces that compressed his spine. In a car powered by an engine that was banned from stock car racing for being too good.

Don "the Snake" Prudhomme. The most famous name in drag racing alongside Don "Big Daddy" Garlits. Where Garlits was the inventor, the innovator, the man who moved the engine behind the driver, Prudhomme was the artist. Smooth. Precise. Consistent. The driver who made six-second passes look routine when they were anything but.

The 1968 Cammer dragster was the intersection of everything that made 1960s drag racing great. Ford engineering designed for NASCAR. Supercharger technology borrowed from military aircraft. Nitromethane that turned gasoline engines into controlled explosions. And a driver whose reflexes and instincts were calibrated to extract every hundredth of a second from the combination.

The 427 SOHC was too exotic for NASCAR. Too expensive for production. Too complex for most racers. But for Prudhomme, in 1968, on nitro, with a blower, it was perfect. The engine that Ford built to beat Chrysler on the oval ended up beating everyone on the drag strip. Not in a stock car. In a rail dragster. Running sixes. On the fuel that makes everything possible and nothing predictable.

The Cammer. The Snake. 1968. The golden age of nitro racing in one combination.

06/04/2026

The 1969 Shelby GT500 might be one of the most beautiful Mustangs ever built.

It's also the car that marked the end of the Shelby most enthusiasts remember. By 1969, Shelby American was no longer the small California race shop that built the original GT350s. Ford had taken greater control of the program, moving production away from Shelby's operation and turning the cars into a more mainstream product.

The result was a very different GT500. The 1969 cars gained a dramatic fiberglass front end, fiberglass rear panels, luxury appointments, more sound insulation, and a much heavier emphasis on comfort and styling. Under the hood, the GT500 still carried serious muscle with the 428 Cobra Jet, but the car had become something Carroll Shelby had spent years fighting against.

A marketing car. Shelby himself had largely stepped away from day to day involvement by this point. His agreement with Ford expired in 1969 and was not renewed. The partnership that had created the Cobra, GT350, and GT500 was effectively over. That's why this car still divides enthusiasts.

Some people think the 1969 GT500 is the best looking Shelby ever built. Others believe it's the moment the Shelby name stopped meaning what it originally stood for. Both sides have a point.

The performance was still there. The 428 Cobra Jet remained one of the strongest street engines Ford ever offered. But the raw, lightweight, race inspired philosophy that made the early GT350 legendary was fading fast. The real question is whether this was the ultimate Shelby Mustang...
..or the first Shelby that wasn't really a Shelby anymore. People have been arguing about that for more than 50 years.

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