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WARREN JOHNSON SIX-TIME NHRA PRO STOCK CHAMPION

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CONTENTS SEPTEMBER 2014 ➔UP FRONT

07 SHOP TALK Solutions to problems can often come in moments of distraction.

➔HANDS ON

10 NHRA WINTERNATIONALS Pics from the season opener at Auto Club Raceway. 12 HORSEPOWER! Inside the supercharged, direct-injected LT4. 14 SPEED PARTS Time to buy all the presents you didn’t get for Father’s Day. 16 BLOWER CAMS TESTED We shootout a quartet of cams to test the theory of boost versus power.

28 AFR HEADS FOR 460 FORDS We get an exclusive look at AFR’s new, clean-sheet design for big-block Fords. 40 ASK ANYTHING A fuel pun and Q&A with Comp.

➔PROJECT CAR

46 THIS GUY’S GARAGE We check out the spot where Scott Sullivan has been building cars the past 30 years.

CONTENTS SEPTEMBER 2014 ➔FEATURES

56 KRASS & BERNIE And the neighbors wonder why nothing ever happens. 60 FAST CARS OF TEXAS Turbos are the power-adder of choice in the Lone Star state. 72 GRANDMA’S RANCH CAR George Castlemaine Sevelle V’s ’69 Chevrolet Kingswood Estate station wagon. 78 QUICK CAR John Calvert’s ’10/’14 Cobra Jet.

➔ON THE COVER

A compilation of photos from our trip to Texas. Photo by John McGann.

➔BACK OF BOOK

80 JUNKYARD BUILDER How to upgrade your Ford GT40P heads.

72 4 CAR CRAFT SEPTEMBER 2014

90 WHERE’S THE FUN? Dogs, Corvairs, and other random bits. 98 REAR VIEW Wasn’t our idea.

WORK HAS NO PLACE TO HIDE.

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SHOP TALK

INSPIRATION

hat inspires you? As fellow car enthusiasts, I suspect we’d have similar answers to that question: car shows, drag races, TV and YouTube videos, and hopefully, Car Craft or other car mags—whether in print or online. I’m always pleasantly surprised by the unexpected places or things that inspire me. Of all the aspects of this job, writing is probably the most challenging, and working in the cubicle environment at our office is an anathema to creativity, so I often resort to the scenario in the accompanying photo. Working at the warehome, I can’t help but be surrounded by mechanical things. This has proved beneficial because if I’m stuck on something— whether it’s a sentence in an article or struggling to get a part to fit—it helps to stop for a moment and let my thoughts wander to what’s around me

(currently, big-block cylinder heads, tunnel-ram intakes, and various smallblock parts). If I stop thinking so hard about the problem, a solution can sneak in with the distracted thoughts. I’ve often quipped that we should have staff meetings in our local Pick-YourPart, because I’ve gotten several article ideas that way. My other tried-and-true fix is to get in the car and drive somewhere. At the publishing company, we have the opportunity to drive new vehicles on loan from the manufacturers. For the last six days, I’ve been driving this Silverado 2500 HD as “research” for an article idea I’ve been kicking around. I’m amazed by how refined this truck is. It’s as quiet as a Lexus, as solid as a Mercedes, and the Duramax engine pulls like a freight train. I don’t need something as posh to drive every day, and there’s no way I could afford to

buy this truck anyway, but I do need a pickup, so I can take smaller steps to make my C10 less creaky and more modern. With that basic concept, who knows what that can lead to—a turbocharged, EFI big-block comes immediately to mind! Finally, I find inspiration from our readers. Whether at car shows, during photo shoots, or in letters and emails to the magazine, Car Craft readers have always proved to be an innovative bunch who can do a lot with a little. Thank you for that, and keep the ideas coming. —John McGann CarCraft@CarCraft.com Facebook.com/carcraftmag CarCraft.com Car Craft Mag 831 S. Douglas St. El Segundo, CA 90245

SEPTEMBER 2014 CARCRAFT.COM 7

CARCRAFT.COM EDITORIAL Muscle Car Group Director Douglas R. Glad Editor-in-Chief John McGann Managing Editor Phil McRae Contributors Jeff Smith, Wes Allison, Stephen Kim, Richard Holdener, Mike Morgan, Rob Kinnan, George Trosley ART DIRECTION AND DESIGN Creative Director Edwin Alpanian Art Director Roberta Conroy Archivist Thomas Voehringer THE MUSCLE CAR GROUP ON THE WEB CarCraft.com HighPerformancePontiac.com HotRod.com MoparMuscleMagazine.com PopularHotRodding.com ADVERTISING INFORMATION Please call Car Craft Advertising Department at 310/531-9183. Related publications are Chevy High Performance, 4-Wheel & Off-Road, Four Wheeler, Jp, Super Street, Rod & Custom, Circle Track, 5.0 Mustang & Super Fords, Mustang Monthly, Modiﬁed Mustangs & Fords, Mopar Muscle, and Hot Rod. SUBSCRIPTION SERVICES Email carcraft@emailcustomerservice.com, call 800/800-7697 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Please include name, address, and phone number on any inquiries. For change of address, six weeks’ notice required. Send old as well as new address to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Occasionally our subscriber list is made available to reputable ﬁrms offering goods and services we believe would be of interest to our readers. If you prefer to be excluded, please send your current address label and a note requesting to be excluded from these promotions to Source Interlink Media, LLC, 831 S. Douglas St., El Segundo, CA 90245 Attn.: Privacy Coordinator. Canada Post: Return undeliverable Canadian addresses to IMEX Global Solutions, P.O. Box 25542, London, ON N6C 6B2. Reprints: Contact Wright’s Media at 877/6525295 (281/419-5725 outside the U.S. and Canada) to purchase quality custom reprints or e-prints of articles appearing in this publication.Back issues: To order back issues, visit simbackissues.com. Any submissions or contributions from readers shall be subject to and governed by Source Interlink Media’s User Content Submission Terms and Conditions, which are posted at: http://privacy.sourceinterlinkmedia.com/ submissions.html. Copyright 2014 by Source Interlink Magazines, LLC ALL RIGHTS RESERVED PRINTED IN THE U.S.A.

ADVERTISING Publisher Ed Zinke Sales Director, Enthusiast Media Scott Timberlake Marketing Manager Jenny Schmitz Account Executive Brian Cox Account Executive Bob Mehlhoff Advertising Coordinator Gail Petito Group Publisher’s Asst./ Event Coordinator Yasmin Fajatin Publisher’s Assistant Ingrid Stow Los Angeles 831 S. Douglas Street, El Segundo, CA 90245, 310/531-9900 New York 260 Madison Avenue, 8th Floor, New York, NY 10016, 212/726-4300 Detroit 4327 Delemere Court, Royal Oak, MI 48073, 248/594-5999 Chicago 312/396-0620 Tampa 9036 Brittany Way Tampa, FL 33619, 813/675-3500 To advertise on this magazine’s website, or any of Source Interlink Media’s other enthusiast sites, please contact us at EM-advertising@sorc.com

HOT ROD NETWORK MUSCLE CAR GROUP EVP, Group Publisher Doug Evans VP, Sales & Sales Operations Matt Boice VP, Hot Rod Network David Freiburger VP, Editorial Operations Amy Diamond VP, Manufacturing & Advertising Operations Greg Parnell Group Publisher Tim Foss Creative Director Edwin Alpanian Sr. Director, Ad Operations Pauline Atwood Director, Publishing Technologies Dale Bryson SOURCE INTERLINK MEDIA, LLC Chief Executive Officer Scott P. Dickey President Chris Argentieri EVP, Chief Financial Officer & Treasurer Bill Sutman EVP, General Manager David Algire EVP, Chief Creative Officer Alan Alpanian SVP, Finance Dan Bednar EVP, Enthusiast Automotive Doug Evans EVP, Chief Content Officer Angus MacKenzie EVP, Chief Analytics Officer John Marriott EVP, Chief Procurement Officer Kevin Mullan SVP, Business Development Tyler Schulze EVP, Sales & Marketing Eric Schwab DIGITAL MEDIA Chief Technology Officer, Digital Media Raghu Bala SVP, Digital Marketing Craig Buccola SVP, Digital Product Devlopment Todd Busby VP, Product Management Geoff DeFrance CONSUMER MARKETING, ENTHUSIAST MEDIA SUBSCRIPTION COMPANY, INC. VP, Consumer Marketing Tom Slater VP, Retention & Donald T. Operations Fulfillment Robinson III

he season opener of any sport is one highly anticipated by fans and participants alike. Auto Club Raceway in Pomona, California, recently held the ’14 Winternationals, the NHRA’s season opener for the last 54 years. While the Top Fuel and Pro Stock classes generally get TV coverage, we sent photographer Mike Morgan to capture images of Stock and Super Stock classes, but all the pictures he brought of the other classes—especially the Top Fuel cars in the evening—were too good not to print. Here are the highlights.

10 CAR CRAFT SEPTEMBER 2014

aphy

gan Racing Photogr By John McGann / Photos: Mike Mor

SEPTEMBER 2014 CARCRAFT.COM 11

HORSEPOWER! By Jeff Smith / Photos: General Motors

➔

INSIDE THE ’15 SUPERCHARGED, DIRECT-INJECTED LT4

While 1970 was a great year for thumpin’ engines and 11:1 compression, nobody was building supercharged engines for the street. In 2009, Chevrolet introduced

the supercharged Corvette ZR1 making 638 hp. But that was no flash-in-thepan event. This was followed by the 11:1 (yes, the compression is back!) LT1—a direct-injected small-block. It

This is the engine that will power the ’15 Corvette ZO6. At 6.2L, power is likely to be 625 hp or more with torque in excess of 635 lb-ft on pump gas with factory durability. The LT4 takes major cues from the direct-injected LT1 and adds an Eaton 1.7L supercharger. Note the small blower pulley compared to the diameter of the crank drive pulley. That is some serious overdrive goin’ on there.

12 CAR CRAFT SEPTEMBER 2014

seems fitting that Chevrolet’s next step in performance would be to stuff a supercharger on top of that directinjected engine—and that’s exactly what it did.

This photo shows the new LT4 snuggled into the ’15 Corvette chassis. Note the dry-sump tank located on the passenger-side rear of the engine. The dry sump will benefit from larger cooler capacity in anticipation of the heat the LT4 will push into the oil.

The LT4 (should we call it LT4-B?) is firmly rooted in the LT1 architecture and is basically a boosted version of the LT1 with only slightly reduced static compression (from 11:1 to 10:1) and a slightly smaller Eaton supercharger bolted on top. The engine will be released with the ’15 Corvette sometime later this year as the ZO6 and will also incorporate variable valve timing (VVT), as well as Active Fuel Management (AFM), which is the cylinderdeactivation function. Because this information was released early, there are no set-in-stone numbers, but Chevy engineers promise no less than 625 hp (LS9 was 638 hp), and the LT4’s torque will be at least 635 lb-ft, which looks to obliterate the LS9’s 604 lb-ft achievement—and with less boost (9.5 versus 9.7 psi). The engineers also say that because this blower is shorter and smaller in displacement, it will spin up quicker and will benefit from a revised intercooler located below the blower that is also more efficient. Interesting technical tidbits that have been released for the production LT4 include titanium intake valves, forged pistons, stainless steel exhaust manifolds, a revised dry-sump system, machined connecting rods, and an

This is the combustion chamber view from the LT1. Likely, the LT4 chamber will be configured similarly. Note the position of the fuel-injector nozzle located directly across from the spark plug. The new LT4 will use a larger fuel injector and titanium intake valves.

aluminum balancer. Most of these revisions point to either increased durability or reducing reciprocating weight. All that means is the engine will accelerate that much quicker; by reducing the mass the engine has to accelerate, much more power can make it to the flywheel. Speaking of the drivetrain, Chevy will match this LT4 with brandnew seven-speed manual and eightspeed automatic transmissions. Power density is a term used by engineers to encapsulate the effort of increasing power from a smaller package. The LT4’s integrated supercharger is only 25mm (1-inch) taller in the rear than its normally aspirated LT1 cousin. For perspective, it weighs 20 pounds less and it’s 85 mm (3.34 inches) shorter than the LS9 with nearly the same power—that’s the definition of power density. The advantages are impressive for a production engine, but the future of this engine as swap potential will depend mainly on how easy it is to integrate this direct-injection engine in an early chassis. Swaps that will use the engine in its stock configuration should not be difficult, but time will tell how this all plays out. We anticipate it won’t take long for car crafters to figure out how to extract even more power from this combination. If anybody asks, this certainly must be the golden age of horsepower. This is a view of the LT1’s hypereutectic piston and rod assembly. The LT4’s piston is forged and will feature a machined connecting rod for increased durability.

SEPTEMBER 2014 CARCRAFT.COM 13

SPEED PARTS VINTAGE UPDATE

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What it is: The new Bolt design from Trick Wheels. Why you care: Here’s a modern version of the classic spun aluminum wheel popular in the ’70s. Trick Wheels manufactures their Bolt wheel as one-piece aluminum forgings, which means they’re both light weight and strong. The “record player” finish is standard, but other finishes are available to suit your style. The wheels are 15-inch in diameter and are available in a variety of widths from 31⁄2 inches up to 14 inches for the overthe-top Pro Street builder. Several popular bolt patterns are available, too. How much: Pricing starts at $395 apiece. Learn more: Trick Wheels; 626/716-7780; TrickWheels.com

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What it is: Earl’s adaptor fittings for stock fuel rails. Why you care: If you upgrade your fuel-delivery system, chances are pretty good that you’re going to use AN lines somewhere along the way. Earl’s OE-style quick disconnect to AN adaptors are available for -8 and -6 lines and can be purchased in either a blue- or black-anodized finish. How much: Cost is about $30 each. Learn more: Earl’s Performance Plumbing; Holley Performance Group; 270/781-9741; Earls.com

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HEMI-DUTY CLUTCH What it is: Centerforce’s DFX-series clutch for Gen II 426 Hemi and 440 engines. Why you care: The DFX line of clutches offer extremely high holding capacity in a single-disc system. The puck, or button-style clutch disc, dissipates heat better than a solid disc, and the metallic friction material withstands more heat than organic compounds do. Centerforce advises that this is an aggressive clutch that may chatter on take-up, but technology improvements make puck-style clutches streetable for your daily driver. How much: Prices haven’t been announced yet. Learn more: Centerforce; 928/771-8422; Centerforce.com

At Mothers,® we’re always thinking of ways to make the world a better place for cars. And while some ideas may never make it onto the shelves, rest assured, we’ll never stop innovating.

HANDS ON

OPEN WIDE AND SAY

WHAAAAAAAAA LSX Blower Cams Tested By Richard Holdener / Photos: Richard Holdener

Photo: Wes Allison

➔

The 4.0L Whipple supercharger and LSX376 B15 crate motor from Chevrolet Performance seemed like a match made in heaven, and we had the dyno sheets to prove it, so why keep going? Does anyone really need more than 900 hp in a street car? Probably not, but just because we managed to exceed 900 hp so quickly doesn’t mean we were done with this amazing little crate motor and supercharger combination. We’d like to try turbos or nitrous—maybe both—but a blower is an easier install for the weekend

16 CAR CRAFT SEPTEMBER 2014

warrior, so we’re sticking with this configuration for now and trying to maximize the power potential lurking within all these parts. We don’t mind taking things to the next level here at Car Craft. We look at an engine not for what it is, but rather for what it could be, and something many enthusiasts don’t realize is that there’s a way to make more power with less boost by using a bigger cam. LS motors (especially the rec-port LS3 variety) respond amazingly well to cam changes because they already sport sufficient displacement,

compression, and head flow. Wilder cam timing is all that’s needed to complete the performance package, and it’s not uncommon for a cam swap to net 60–70 hp on a typical LS3. We were wondering if the same holds true in a boosted application. Luckily, we had the perfect test mule to answer just such a question. This article compares two factory blower cams (LSA and LS9) to a Comp blower cam from Brian Tooley Racing. We also threw in an offthe-shelf, normally aspirated grind that matched the specs of the blower cam but had a much tighter lobe-separation

HANDS ON

To get a clear picture of what cams had to offer the supercharged LSX376 B15 crate motor, we ran no less than four different cam profiles: two production cams and two from Comp Cams.

The LS3-based crate motor featured an LSX iron block stuffed with a forged rotating assembly and as-cast LSX heads.

angle (LSA). This comparison would illustrate the difference between cams designed for normally aspirated and supercharged applications. In addition to power and torque, we also monitored boost pressure to illustrate the theory that when it comes to cam timing, you can get more power with less boost. The B15 crate motor was still sporting the 4.0L Whipple twin-screw supercharger, but we dialed it down for this test with the installation of a 4.75inch blower pulley because thereâ&#x20AC;&#x2122;s no need to set things on kill for a simple cam test. This pulley combination dropped boost to a bit more than 16 psi at 6,200 rpm with the LS9 cam supplied with the crate motor. The high-lift blower and NA cams also required upgrading the valvesprings. In addition to the blower cam, Brian Tooley Racing supplied one of its 0.660-lift Platinum spring packages that contained everything needed for the swap, including titanium retainers. The combination was dialed in using a Holley HP EFI system and 83-pound injectors.

To maximize airflow, the 4.0L Whipple supercharger was configured to accept a 105mm (Ford) Accufab throttle body.

18 CAR CRAFT SEPTEMBER 2014

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HANDS ON Since we weren’t testing for ultimate horsepower, we installed the largest (4.75-inch) blower pulley in our arsenal to minimize the boost pressure during the cam test. Equipped with this pulley and the LS9 cam, the supercharged LSX produced just over 16 psi at 6,200 rpm (we also limited engine speed).

Beginning with the LS9 cam supplied with the motor and run through 17⁄8inch headers from American Racing, the supercharged LSX produced peak numbers of 735 hp at 6,200 rpm and 664 lb-ft at 4,600 rpm. There was more power to be had at higher engine speeds, but we limited the testing to 6,200 rpm, where the supercharger/ cam combo produced 16.2 psi. Next up was the factory LSA cam used in the Cadillac CTS-V and ZL-1 Camaro. Milder than the LS9, the LSA offered 0.480 lift, a 198/216-degree duration split, and wide 122.5-degree LSA. By comparison, the LS9 offered 0.562-inch lift, a longer 211/230-degree duration split, but a similar 122.5-degree LSA. We previously tested the LSA cam against the LS9 on a normally aspirated 5.3L (see July ’13 issue) and expected the LSA cam to offer more low-speed power but lose out to the LS9 on top. This is exactly what happened, as the LSA offered slightly more power up to 4,500 rpm, then fell off thereafter. The power numbers for the LSA checked in at 699 hp at 6,200 rpm and 671 lb-ft of torque at a peak boost pressure of

20 CAR CRAFT SEPTEMBER 2014

To establish a baseline for the cam test, we first ran the LS9 cam supplied with the crate motor. With a conservative tune that featured 18 degrees of total timing and 16.2 psi, the Chevrolet Performance crate motor produced peak numbers of 735 hp at 6,200 rpm and 664 lb-ft of torque at 4,600 rpm.

In order to facilitate the high-lift aftermarket cams, it was necessary to swap out the factory valvesprings.

Using the nifty spring compressor, we replaced the stock springs with a dualspring package supplied by Brian Tooley Racing (BTR). The 0.660-lift Platinum Spring kit included everything needed to replace the factory springs, including titanium retainers, keepers, locators, and seals.

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HANDS ON

After running the LS9 cam supplied with the crate motor, we decided to install the milder LSA cam. Because the LS9 cam is a common upgrade for factory LSA engines, this showed the power gains offered by the LS9 over the milder LSA on a supercharged application. Note this was a single-bolt design.

The spring swap went quickly, and soon we were assembled and ready to start swapping cams.

Installation of the LSA cam required a single-bolt (4X) timing gear.

Off came the damper and front cover to allow access to the three-bolt timing gear and cam retaining plate. Note the LSX block featured a dedicated cam retaining plate.

22 CAR CRAFT SEPTEMBER 2014

17.4 psi. Equipped with the LSA cam, the boost increased while the power decreased, compared to the LS9. Neither of the factory cams featured any overlap, with the LSA checking in at -38 degrees compared to the -24.5 degrees for the LS9. When tested on the normally aspirated 5.3L, the LS9 (and nearly identical LS7) were the most powerful of all the factory cams.

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HANDS ON The milder LSA cam offered more power than the LS9 up to 4,500 rpm, but fell off thereafter. The peak numbers checked in at 699 hp at 6,200 rpm and 671 lb-ft of torque at 4,100 rpm, while peak boost increased by 1.2 psi.

Right: The Stage 3 custom Comp Cam offered by Brian Tooley Racing was designed specifically for positive-displacement superchargers and featured a 0.617/0.595-inch lift split, a 231/248 duration split, and wide (like the factory cams) 120-degree (+5) LSA. Below: Run with the custom blower cam, the supercharged LSX produced 768 hp at 6,200 rpm and 683 lb-ft at 4,300 rpm. The boost curve dropped by roughly 1â &#x201E;2 psi through most of the curve, but the peak boost level was nearly identical to the LS9 cam.

With the factory stuff run, it was time for the dedicated Comp blower cam from Brian Tooley Racing (BTR), which offered a 0.617/0.595 lift split, a 231/248 duration split, and wide (like the factory cams) 120-degree LSA. Though much more aggressive than the factory offerings, the BTR blower cam offered no overlap (-0.5 degree). The supercharged LSX responded very favorably to the BTR blower cam. Despite the additional lift, 20 degrees more intake and 18 degrees more exhaust duration, the BTR blower cam offered more power everywhere, from 3,200 rpm to 6,200. Peak power with this cam was now up to 768 hp and 683 lb-ft, and the increase in power manifested itself with a drop in boost to 16.1 psi. Though the two produced similar peak boost numbers, the boost curve with the blower cam was down consistently by 0.5 psi compared to the LS9. In comparison with the LSA, the BTR cam offered 69 more horsepower, and remember, that number would increase if we allowed the motor to rev past 6,500 rpm; the relative gains were increasing with engine speed. The final cam we tested was the off-the-shelf, naturally aspirated cam offered by Comp Cams (PN 54-469-11). It offered a 0.617/0.624-inch lift split, a 231/247-degree duration split, and tighter 113-degree LSA. This combination produced 13 degrees of overlap, which brought the peak boost pressure down to just 14.8 psi. Compared to the LS9, the NA

Curious to see how the supercharged motor responded to changes in LSA, we installed one final offthe-shelf cam. Comp’s 54-469-11 offered a 0.617/0.624 lift split, a 231/247-degree duration split, and tighter 113-degree LSA. Compared to the blower cam, this cam—which is better suited to naturally aspirated applications—increased exhaust lift by 0.029 and exhaust duration by 1 degree, but the big change was shifting the LSA by a full 7 degrees.

HANDS ON The NA cam offered more power than the LS9, but less than the dedicated blower cam. Boost pressure dropped by more than 1 psi, but peak power numbers checked in at only 758 hp and 681 lb-ft of torque. The tighter LSA increased power down low, but lost out at the top compared to the blower cam.

cam offered more power and less boost, with peaks of 758 hp and 681 lb-ft, but it was down (by 10 hp) compared to the dedicated blower cam. The tighter LSA offered more power up to 3,900 rpm and matched the output of the blower cam out to 5,400 rpm, but the blower cam pulled away after that. BTR’s blower cam was obviously the hot ticket for this supercharged LSX, but the test showed that even the off-the-shelf NA cam worked pretty well—better than either of the factory offerings. With the cam swap a sure way to make more power with less boost, we now need to take a look at the as-cast cylinder heads. Check back with us when we find out if more head flow equals more power on a supercharged LSX. END

HORSEPOWER, TORQUE, AND BOOST NUMBERS: RPM 3,200 3,400 3,600 3,800 4,000 4,200 4,400 4,600 4,800 5,000 5,200 5,400 5,600 5,800 6,000 6,200

LSA HP 395 419 445 475 510 536 556 576 603 624 640 658 674 681 690 699

TQ 648 647 649 657 669 670 664 658 660 656 646 640 632 617 604 593

PSI 12.4 12.8 13.1 13.3 13.6 13.7 13.9 14.2 14.4 14.8 15.1 15.4 15.8 16.3 16.9 17.4

LS9 HP 390 412 440 469 504 530 555 582 606 631 652 669 689 705 718 735

TQ 639 636 641 649 662 662 662 664 663 663 658 650 646 638 628 622

PSI 13.2 13.7 14.1 14.4 14.6 14.6 14.8 14.8 14.9 15.1 15.1 15.2 15.3 15.6 16.0 16.2

The general trend with cam swaps on supercharged applications shows a drop in boost pressure when power increases, assuming no change in the drive ratio. Our results verified this, as the LSA cam offered more power with less boost lower in the rev range than the LS9, but this situation reversed itself past 4,500 rpm. The additional efficiency offered by the cam timing dropped boost pressure, which is nothing more than backpressure in the manifold. The custom Comp blower cam from Brian Tooley Racing continued this trend. When tested, the

➔SOURCES

Aeromotive; 913/647-7300; AeromotiveInc.com Brian Tooley Racing; 888/959-8865; BrianTooleyRacing.com Chevrolet Performance; Chevrolet.com/Performance Comp Cams; 800/999-0853; Comp.com Holley/Hooker; 270/782-2900; Holley.com Lucas Oil; 951/270-0154; LucasOil.com

26 CAR CRAFT SEPTEMBER 2014

120 LSA HP TQ 393 645 418 646 447 652 480 663 514 675 545 682 571 681 590 674 614 672 646 679 666 673 689 670 716 672 735 665 748 655 768 651

PSI 12.6 13.0 13.5 13.8 14.0 14.1 14.1 14.0 14.3 14.4 14.6 14.8 14.9 15.2 15.6 16.1

113 LSA HP TQ 405 665 426 659 453 661 483 667 513 674 545 681 569 679 591 674 614 672 641 674 665 671 686 668 710 666 726 658 740 648 758 642

PSI 11.5 12.0 12.3 12.5 12.8 12.9 12.9 12.9 13.0 13.2 13.3 13.5 13.8 14.0 14.4 14.8

boost dropped, while the power went up compared to the LS9. Things changed when we installed the tighter LSA Comp cam. The cam offered significantly more power than the LS9 cam (at a lower boost level), but boost and power were down compared to the dedicated blower cam. This is likely the effect of overlap, as the naturally aspirated cam offered 13 degrees of overlap, while none of the other three offered any (–0.5 degrees for the blower cam, –24.5 degrees for the LS9, and –38 degrees for the LSA).

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DROPPING THE BLUE OVAL HAMMER AFR’s New Big-Block Ford Cylinder Heads are Poised to Squash Rat Motors Left and Right By Stephen Kim / Photography Stephen Kim

➔

If size is the only thing that matters, then big-block Fords would dominate the street/ strip world. They don’t. At least not yet, but big changes are on the horizon thanks to Air Flow Research. Most commonly unleashed to the public in 429- and 460ci configurations, Ford’s 385-series big-block has all the right stuff for maximizing displacement. With a 10.320-inch deck height and an extra-wide crankcase, it can easily swallow up a 4.500-inch crank. Likewise, the big Ford’s 4.900-inch bore spacing yields cylinder walls thick enough for at least a 4.440-inch bore. Consequently, 557 ci can be yours using an OEM block that sells for peanuts at the local junkyard. On the flip side, easy access to cheap stroker kits and mega cubic inches means you need some serious cylinder heads to

28 CAR CRAFT SEPTEMBER 2014

keep pace. While the big-block Ford crowd has been seething with jealousy over the endless cylinder-head options their big-block Chevy competition has to choose from, all of that’s about to change if Air Flow Research has any say in the matter. The company’s brand-new Cobra Jet–style heads are poised to revolutionize the Ford market. Thanks to our incessant finagling, we were able to bribe AFR’s security with some Q16 and VHT to check out these new cylinder heads in person. Although they’re still a work in progress, the initial flow figures from AFR’s prototype castings are very promising. The intake ports on AFR’s entry-level 270cc heads check in at close to 400 cfm at just 0.650-inch lift. Considering that the factory Cobra Jet architecture is stricken with notoriously weak exhaust ports, the 280-plus-cfm AFR is even

more impressive. AFR also plans on releasing heads with larger 285cc and 300cc intake-port configurations. Tony Mamo, AFR’s R&D manager and chief designer behind the project, speculates the 300cc version could approach or clear 420 cfm on the intake side and more than 300 cfm on the exhaust. Granted that AFR has earned an outstanding reputation within the smallblock Chevy, big-block Chevy, GM Gen III/IV, and small-block Ford markets, the big-block Ford arena represents an entirely new frontier for the company. Nevertheless, AFR felt that the time to pounce is now. “Over the years, lots of people have asked us to develop a big-block Ford cylinder head,” Mamo explained. “We have many happy customers running our small-block Ford heads, so it made sense to round out our Ford lineup.

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HANDS ON With a 3⁄4-inch-thick deck and beefy reinforcements throughout, AFR’s big-block Ford cylinder head can handle power-adders with ease. It’s drilled for 7⁄16-inch rocker studs and is fully compatible with the standard 429/460 valvetrain components.

Overlaying a stock intake manifold gasket on the AFR heads clearly illustrates how dramatically the intake-port geometry has been revised. AFR’s flow testing revealed that there is little to no air movement around the edges of the inefficient OEMstyle, egg-shaped port.

Since AFR will offer standard-height exhaust ports, as well as ports raise d 0.250 and 0.600 inch, the head casting boas ts plenty of material around the exhaust ports. Many aftermarket 429/460 cylinder head s utilize a big-block Chevy header flang AFR stuck with the big-block Ford e pattern, but layout to maintain compatibility with existing headers.

There are certainly some good bigblock Ford heads on the market, but we wanted to raise the bar considerably and felt that by ditching the large-and-inefficient, factory, eggshaped intake-port design and

30 CAR CRAFT SEPTEMBER 2014

coupling that with a vastly improved exhaust port, we could really give the BBF fans something to rejoice over. In fact, our new big-block Ford product is the most clean-sheet cylinder-head design we’ve ever

AFR determined early on that designing the intake ports around existing off-theshelf intake manifolds would severely limit its ability to optimize port architecture. Instead, AFR designed a new intake manifold around the cylinder heads, which allowed completely abandoning the inefficient egg-shaped factory port design. To eliminate sharp edges that restrict airflow, the new ports feature smooth, rounded corners. While they can technically be considered oval-port heads, they are much more rectangular than the stock egg-shaped ports (aka Mamo’s “roval” designation).

undertaken. Despite the fact that it shares very little with most of the other heads in the marketplace, it’s still a bolt-on upgrade that readily accepts OEM and aftermarket accessories.”

HANDS ON The combustion chambers should be an extension of the valve job, and AFR has accomplished exactly that. The entry-level 270cc head will come with a rougher level of CNC port work to keep machining time and costs down, while the 285- and 300cc variants will receive a finer level of full CNC porting. Reducing the speed of the CNC machine helps achieve a smoother, more accurate copy of the highly developed prototype cylinder-head design. Regardless of runner volume, all heads will come with a competition, five-angle valve job.

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COBRA JET SHORTCOMINGS Fully understanding where the new AFR castings stand on the big-block Ford evolutionary ladder requires examining the history of the 385-series cylinder heads. In the realm of high-end drag racing, options abound for big-block Ford heads capable of flowing well over 500 cfm. Much like a spread-port bigblock Chevy casting, these 429/460 race heads trace their roots to NHRA Pro Stock. Likewise, they typically require extensive prep work, exotic valvetrain components, and intake valves too big to fit inside a bored-to-the-max factory block. Consequently, once factoring in the labor and supporting topend hardware to make it all work, they can set you back more than $10,000. In other words, flow numbers aside, these aren’t exactly street-friendly or budgetfriendly options. On the opposite end of the spectrum are aftermarket castings based on Ford’s OEM Cobra Jet cylinder head architecture. Often referred to by the Ford faithful as “A429” castings, the factory Cobra Jet heads were plagued by a fundamental design flaw that positioned the valves too close to the

AFR spent hours profiling the area directly beneath the valve seats to ensure that air could flow freely around the valve’s entire circumference. With a standard 2.250-inch intake valve in place, there’s plenty of room for air to flow around the valve face.

exhaust-header side of the block. As such, airflow never quite lived up to potential offered by the big-block Ford’s canted-valve layout and flat 15-degree valve angle. “With the stock Cobra Jet heads, the valves are crowded too close to the outer cylinder wall. You’re not utilizing the entire circumference of

the valve,” Mamo said. “Air likes a continuous flow path, and you’re essentially chopping off the curtain area if the valve is up against the cylinder wall. When that happens, you can end up with a 2.300-inch intake valve that performs like a smaller valve because it’s so shrouded.”

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REVISED VALVE POSITIONING Considering the problematic valve positioning of the factory Cobra Jet cylinder heads, one of AFR’s top design priorities was relocating the valves closer to the cylinder-bore centerline. “Relocating the valves closer the bore centerline gives you a lot more real estate for unshrouding both the intake and the exhaust valve. This allows the ports to become more efficient, especially in the lower lift regions of the flow curve,” Mamo said. “It also opens up opportunities to install a larger valve without the typical shrouding associated with less-than-ideal valve positioning. This change really helped our exhaust-port flow, which, as most

big-block Ford engine builders know, is the Achilles’ heel of the OEM 385-series cylinder heads. Even the newer Cobra Jet heads— which are an upgrade over stock—are hampered by exhaust flow numbers that wouldn’t even get a small-block Ford enthusiast excited. It’s the major bottleneck of this cylinder-head architecture and the reason why most big-block Fords don’t make the power that their intake-port cfm might lead you to believe is possible. They just can’t properly evacuate the cylinder to make room for the next fresh charge of air during the intake stroke.”

In a factory Cobra Jet cylinder head, the intake-port floor is positioned so close to the deck that the incoming air charge is forced to move “uphill,” which reduces air speed and wastes energy. By raising the port floor, AFR was able to increase air velocity while creating a smoother transition at the short-turn radius. This also helps stabilize airflow at high lift.

In addition to unshrouding both the intake and exhaust valves, relocating the valves closer to the bore centerline also creates two similarly sized quench pads and both sides of the combustion cham ber. For increased fuel homogenization and detonation resistance, quench is a very good thing.

Customers opting for AFR’s standard-height exhaust port will still benefit from a huge increase in flow. By filling in the port floors, AFR was able to dramatically improve high-lift exhaust flow. Once development work is complete, the company is hoping that its 0.600-inch raised port head will flow more than 300 cfm. As any big-block Ford fan will attest, that’s a very big deal.

FILLING THE FLOORS In addition to repositioning the valves closer to the center of the bore, AFR substantially filled the floor of the exhaust port to remove the dog-leg shape that’s inherent to the stock head’s design. “The airflow is trying to negotiate a 120-degree turn, and it simply can’t do that once you start moving a reasonable amount of high-speed air through the port. By filling the exhaust floor, we removed an area of dead space that causes back swirl and turbulence,” Mamo said. “Not only do you pick up cfm from doing so, you greatly enhance the port’s efficiency because the smaller, higher-flowing port has a lot more air speed. That creates a better siphoning effect for the next intake charge, which helps get it moving into the cylinder on the overlap cycle of the valve events. With the improved valve

34 CAR CRAFT SEPTEMBER 2014

One of the oldest tricks in the book for inflating airflow numbers is using an unusually large bore fixture on the flow bench. To keep its figures honest and realistic, AFR flow tested these heads on a 4.390-inch fixture. Considering that the standard bore on a 429/460 block is 4.360-inch, AFR’s test procedure is about as realistic as you can get. Likewise, a test pipe bolted to the exhaust ports keeps the exhaust flow figures as accurate as possible.

locations, the filled floor, and a ton of time invested in the overall port design, our standard-height exhaust port will flow over 275 cfm, a very stout number

for a bolt-on-style 385-series cylinder head.” AFR will also have two raised exhaust-port versions of this design with flow numbers exceeding 300 cfm.

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HANDS ON To streamline the R&D process, AFR mocked up 3-D prototypes of its new 429/460 intake manifold. The single-plane design isn’t much taller than current aftermarket offerings in order to preserve hood clearance, but it still has plenty of plenum volume to feed big-cube motors at high rpm.

In an effort to reduce the disparity in airflow between the inner and outer cylinders, the new manifold features an elongated plenum design. This increases the length of the center runners, while decreasing the length of the outer runners.

VALVE ANGLE Of course, great exhaust flow doesn’t mean squat without intake ports capable of filling up the cylinders in the first place. Although a super-flat valve angle would have definitely been worth some wow factor, AFR took a more practical approach to designing its intake ports instead. “We could have gone with a very flat valve angle to make our heads look more impressive on paper. However, if you don’t have the right port geometry to go along with it, it’s not going to work,” Mamo explained. “Unless you can substantially raise the height of the port entrance, a flatter valve angle forces the air to make a much sharper turn at the short-turn radius. As air speed and density increase at the higher lifts, forcing the

air to negotiate a sharper turn will ultimately limit how much you can get through the port, and the airflow is likely to stall and go turbulent. To avoid this, we opted for a 14-degree valve angle, which is certainly flat in the grand scheme of things, but not as flat as some other heads on the market. Similar to improving the shape of the exhaust port by filling the floor, we also improved the ‘angle of attack’ of our intake port by taking advantage of the tall, egg-shaped OEM ports. By filling and raising the floor considerably with our rectangular-oval-port design— which we call ‘rovals’—it helps reduce the angle the airflow must turn to get into the cylinders, creating a slightly straighter shot from the port entrance

to the backside of the intake valve. We took the available real estate we had in the excessively large factory port design and used it to our advantage by positioning our smaller, more-efficient roval design at the roof—not on the floor like the OEM port architecture”

PORT GEOMETRY From the outside, the most dramatic difference between AFR’s new cylinder head and the factory Cobra Jet casting are its rectangular intake ports. Technically speaking, their rounded corners could qualify them as oval ports, but, compared to the factory ports, they’re very squared-off indeed. Nevertheless, according to AFR, the stock egg-shaped

FLOW COMPARISON (CFM AT 28 INCHES) VALVE LIFT 0.200 0.300 0.400 0.500 0.600 0.700

AFR BBF 270 CC INTAKE EXHAUST 171 139 245 156 311 225 356 253 392 272 402 279

AFR BBC 315 CC INTAKE EXHAUST 169 148 249 187 312 238 353 271 380 296 386 310

AFR BBC 335 CC INTAKE EXHAUST 164 142 240 193 304 244 352 278 385 310 404 321

BY THE NUMBERS AFR BBF HEAD SPECS Intake valve diameter Exhaust valve diameter Valvespring diameter Combustion chambers Intake valve angle MSRP (pair)

36 CAR CRAFT SEPTEMBER 2014

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ports are very inefficient by nature and don’t move enough air to warrant their cross-sectional area. “The factory-style Cobra Jet ports are a huge waste of space. Due to their inefficient shape and improper sizing, there simply isn’t much air speed and inertia in the ports, and that kills any potential responsiveness in the engine,” Mamo said. “A lazy port design with low air speed creates a pretty lazy power curve. Dramatically increasing port velocity will increase power and torque through the entire curve, in addition to improving throttle response, air speed inertia, cylinder filling, and fuel efficiency. The result is high-rpm horsepower with no compromises in part-throttle snappiness and low- and mid-range torque.” While AFR’s revised port shape represents a dramatic departure from the factory Cobra Jet port geometry, rectangle ports are nothing new in the bigblock Ford camp. Make that the super-high-end, big-block Ford camp. The cold, hard truth is that Ford’s best Pro Stock heads since the 500ci era began—whether they’re A460, B460, C460, D460, or E460 castings—all utilize rectangular intake ports, which validates the merit of the design. AFR is now incorporating this race-inspired technology in a true bolt-on street package that’s 100 percent compatible

with standard big-block Ford bore diameters, rocker arms, and headers. Of course, AFR’s revised intake ports will require a new intake manifold, but the company is also developing an allnew cast intake manifold designed specifically for its cylinder heads.

RAT-STOMPING AIRFLOW Getting 400-plus cfm of airflow out of a 270cc intake port is plenty impressive, but to put things in perspective, let’s compare them to AFR’s big-block Chevy castings. Since the popular hot rodder method of comparing different types of cylinder heads (i.e. BBF versus BBC) based on intake runner volume is pointless, we focused on cross-sectional area instead. According to Mamo, the new 270cc big-block Ford heads have a cross-sectional area that’s most comparable to the company’s 300- and 315cc big-block Chevy castings. As the flow-comparison chart reveals (page 36), the Ford head has the Chevy competition handily covered on the intake side by 16 cfm. Furthermore, it’s not until stepping up to AFR’s 335cc bigblock Chevy heads that the Bow Tie brigade catches up to AFR’s new bigblock Ford casting. Making the feat

even more impressive is the fact that the Ford heads were flow-bench tested using a 4.390-inch bore fixture, which is rather small considering the 429/460’s standard bore diameter of 4.360 inches. These are some seriously mean cylinder heads, and with roughly 400 cfm of airflow on tap from AFR’s entrylevel offering, they can easily support 750–775 hp in a pump-gas application. If AFR is able to hit its goal of 420-plus cfm from its 300cc casting, then 800–850 hp is well within reach for aggressive pump-gas combos and 950-plus isn’t out the realm of possibility for a 15.5:1 race-gas motor. That’s not too shabby for out-of-the-box, bolt-in-and-go, street/strip heads. It’s worth noting that these are preliminary airflow figures gathered from preproduction cylinder heads, but we know from experience that AFR tends to be conservative with its airflow figures. AFR’s new big-block Ford cylinder heads are tentatively scheduled to be on sale by the time your read this. Once the first batch of production heads have been cast, stay tuned to Car Craft for an exclusive first flow-bench and dyno test. END

With prices starting at $2,099, AFR’s big-block Ford cylinder heads will be one of the most affordable 429/460 options on the market. AFR hopes to have them available to the public by the time you read this.

➔SOURCE

Air Flow Research; 661/257-8124; AirFlowResearch.com

38 CAR CRAFT SEPTEMBER 2014

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The Phantom system is literally a pump on a stick, placed in a small plastic bucket surrounded by fuel-cell foam that captures fuel around the pump inlet. It’s simple and it works.

JUST FUELIN’ AROUND Joe Rogerson; Ferndale, WA: I would like some advice on a fuel system for a ’66 Mustang Fastback. I am installing a 363ci Ford Racing crate motor. Is the stock fuel line sufficient to supply a 500hp engine? Any advice or help would be fantastic. The drivetrain will be completed with a 9-inch rearend with 3.90:1 gears, a C4 transmission, and a 2,500-stall convertor. Have a great day. Jeff Smith: This is a relatively new 363ci crate engine from Ford Racing that is based on the Boss 302 block

40 CAR CRAFT SEPTEMBER 2014

using a great bore-and-stroke combination of 4.125-inch bore and 3.40inch stroke using a Scat forged steel crank, rods, and Mahle pistons. This combines to create a 10:1-compression motor that’s rated at 500 hp at 6,500 rpm and 450 lb-ft of torque at 5,300. It’s got a hydraulic roller cam and raised-port aluminum Ford Racing heads. This sounds like a great small-block for a lightweight early Mustang. Assuming that the Mustang originally came with a six-cylinder or the standard 289 V8, these cars were equipped with a 5⁄16-inch

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flexible braided steel line, but the hard line will probably last the lifetime of the car. Our experience with rubber-lined braided hose is that it has a limited life expectancy. Apparently, current fuel blends using ethanol (predominantly E10—or 10 percent alcohol) is causing problems for these rubber hoses, and they tend to degrade rather quickly. We’ve experienced rubber-lined stainless braided line failure in as little as nine months. So taking the time to install a hard steel line would be advantageous for the long term. Another solution would be to use PTFE (polytetrafluorethylene, most often called Teflon, a DuPont brand name) fuel hose lining that is impervious to all kinds of fuel (including straight methanol) and would basically last as long as necessary. The problem with PTFE fuel line is that it is expensive. Companies like Aeroquip, Earl’s UltraFlex 650, TechAFX, and several others offer this hose. It also requires specific hose ends that are not interchangeable with typical rubber-lined braided hose. While expensive, unless the hose is damaged, it should last the life of the car. I’ve used the TechAFX hose on my ’65 El Camino when we converted over to EFI and also on my Orange Peel Chevelle. While we’re on the subject of fuel flow, this leads us to the question of the design of the fuel system. The simplest system for a carburetor is a single fuel line using a mechanical pump. We looked into a Holley mechanical pump and found that (according to Holley’s published fuel rating) the Street Avenger pump PN 12-289-13 is rated at around 530 pounds of fuel per hour (lbs/hr) at 4.5 psi. Assuming the industry standard 0.50 brake-specific fuel-consumption number—which is pounds of fuel per horsepower per hour (lbs/ hp/hr)—by dividing the horsepower by 0.5 (which is the same thing as multiplying horsepower by 2), you can determine how much horsepower this pump can supply in terms of pounds of fuel. To feed 500 hp, you would need the equivalent of 250 lbs/hp/hr. The Holley pump is rated to deliver roughly 530 lbs/hr of fuel at 4.5 psi, so it should be able to deliver all the fuel you need. If you are considering eventually moving up to something more exotic like EFI or even a blow-through super-

charger, then a more sophisticated fuel-delivery system is probably warranted. At that point, I would seriously consider a return-style, fuel-delivery system. You could probably use the original 5⁄16 fuel line (if it’s in good shape) as the return line with the steel 3 ⁄8 as the delivery line. This would allow you to use an in-tank electric fuel pump. Today, nearly all new cars use turbine-style, in-tank electric pumps and can deliver a huge amount of fuel considering their small size. My current favorite system is the Aeromotive Phantom system (PN 18688, $537.97, Summit Racing). We did a complete installation in my ’65 El Camino (“The Phantom Knows,” Oct. ’13) using a new fuel tank from OPGI modified to accommodate the fuel pump, and it works very well. With a return-style system, the pump does not have to work nearly as hard because any fuel not used by the engine is returned to the tank. The Phantom uses the Aeromotive Stealth 340 pump that can push more than 100 gallons per hour at 15 psi, which equates to 620 pounds per hour of fuel, which is more than enough to cover 1,200 hp should you need that much fuel. At higher EFI fuel pressures, this capacity is reduced somewhat, but it’s still capable of feeding 700+ normally aspirated horsepower. There’s not a smaller pump version using the 200-lph pump that will easily feed 600+ hp. The 200-lph Phantom pump kit is PN 14689 ($439.95, Summit Racing). Just for fun, we plugged your Mustang with this engine into the Quarter Pro simulation. We had to estimate the torque curve and vehicle weight at 3,100 pounds. With a 26-inch-tall rear tire, the simulation says your Mustang could run 11.30s at 122 mph. This is just an estimation and includes a conservative 1.80 60-foot time. With a looser converter and good traction, your Mustang could run very low 11s. This sounds like a great way to spend a Saturday night.

MORE INFO Aeromotive; 913/647-7300; AeromotiveInc.com Aeroquip; 800/386-1911; Eaton.com Holley Performance Products (Earl’s); 270/781-9741; Holley.com CJ Pony Parts; 800/888-6473; CJPonyParts.com TechAFX; 877/355 0137; TechAFX.com

Q&A SESSION WITH COMP CAMS On the Internet, information can spread like wildfireâ&#x20AC;&#x201D;whether itâ&#x20AC;&#x2122;s true or not. Thereâ&#x20AC;&#x2122;s a lot of misinformation to sift through, and that can be a full-time job in itself. We want to be a source of accurate, helpful information to common questions that seem to have lots of people stumped, so Car Craft is going to be interviewing a variety of expertsâ&#x20AC;&#x201D; from several major aftermarket manufacturers to local speedshop ownersâ&#x20AC;&#x201D;getting their most commonly asked questions and providing their answers here in Ask Anything. To kick the series off, we contacted Compâ&#x20AC;&#x2122;s Dan Hodgdon, who complied this list from the companyâ&#x20AC;&#x2122;s tech department. If you still have valvetrain questions, contact Compâ&#x20AC;&#x2122;s tech department either by phone or email. You can also watch the companyâ&#x20AC;&#x2122;s how-to videos on topics such as Selecting the Correct Fuel Pump Pushrod, How to Set Valve Lash, and Selecting the Proper Distributor Gear at CPGnationTV.com. How much horsepower can I expect from the camshaft you recommend? There are actually too many variables involved in any applicationâ&#x20AC;&#x201D;such as weight, gearing, airflow, and exhaustâ&#x20AC;&#x201D;to give an accurate horsepower number. However, the more information you can give us about the vehicle, intended use, and your expectations allows us to maximize the efficiency and power/ torque you desire. If you check out our website at CamQuest.com, you also may be able to get a rough horsepower estimate for some mild to moderate applications. Why do you need so much information to give me a cam recommendation? Our goal is to provide you with a cam that will perform the way you want it to. Cubic inch, compression ratio, cylinder heads, intake style, carburetor or EFI, fuel type, power-adders, vehicle weight, transmission, tire size, torque/power balance, rpm range you desire, and vehicle

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How do I determine my compression ratio? Compression ratio is important when selecting a camshaft. The higher your compression is, the more duration your engine can effectively use. More duration with low compression will produce a sluggish, poor-performing engine. Compression ratio is determined by your engine’s bore-and-stroke dimensions, the combustion-chamber volume, headgasket thickness, and deck height. There are several compression calculators available online, which makes this task easy. Do I have to change my valvesprings when I change my camshaft? In most cases, yes. There are very few aftermarket camshafts that do not require a valvespring upgrade. Due to the more aggressive lobe design of aftermarket cams, OEM springs are not usually capable of controlling the valvetrain properly. Also, most OEM valvesprings are not designed to withstand the increased valve lifts and intensity of a performance camshaft. This can lead to spring failure and engine damage. What is the correct valvespring for my camshaft? The valvespring requirement for your cam is determined by the type of camshaft and intended usage. Each type of camshaft has its own requirements for closed and open spring pressures. For example, high-rpm racing applications

require higher pressures than street applications do. The valvespring pocket and installed height of the spring on the cylinder head are also factors in spring selection. An improper spring can result in poor performance and even engine damage. How do I measure the valvespring installed height on my cylinder head? Installed height is the distance from the bottom of the valvespring retainer to the valvespring seat or cylinder-head surface. The easiest way to measure this is with a valvespring height micrometer [see one in use on page 80! —Ed]. This measurement is critical in finding the correct springs for your particular application. What length pushrod will I need for my new cam? Pushrod length should be determined after the engine is mocked up using an adjustable pushrod and checking the spring. This will ensure that the customer ends up with the proper rocker-arm geometry and/or lifter preload. Custom-length pushrods are sometimes necessary due to all the variables in any build, such as block-deck height, head-deck height, head-gasket thickness, lobe lift, rocker-arm design, cam-base circle, and valvestem length. How do I adjust my rocker arms/ set lifter preload? Turn the engine in the normal direction of rotation. Start with cylinder No. 1. When the exhaust valve begins to open, adjust the intake valve to the correct pre-load. To reach zero, take the pushrod between your fingertips and move it up and down while you tighten the rocker arm. Once

you feel the pushrod has no more vertical slack, you are at zero preload. Make sure the pushrod is in the lifter and the rocker-arm seat when making valve adjustments. The recommended setting is a 1â &#x201E;2 turn of the wrench on the rockerarm adjusting nut past zero. Now you can move on to the exhaust valve on that same cylinder. Begin by rotating the engine over again until the intake valve reaches maximum lift and is almost all the way back down. Then set the exhaust valve using the same method as the intake (a 1â &#x201E;2 turn of the wrench past zero). Continue adjusting the valves on each cylinder in this manner until all the valves are adjusted. Will this cam require custom tuning to my ECU? Almost always, the answer should be yes. There is power to be had from tuning a stock engine, so if we are increasing the engineâ&#x20AC;&#x2122;s ability to consume more air and fuel, it will need tuning. Custom tuning will allow the engine to have better idle and driveability characteristics, along with performing up to its fullest potential. Why does my valvetrain make noise since I installed my Xtreme Energy Camshaft? A performance camshaft, such as one from the Xtreme Energy Series, opens and closes the valves at a faster rate than a factory cam would. The faster valve actuation promotes better cylinder filling, which increases horsepower and torque. A byproduct of this faster valve actuation is a possible â&#x20AC;&#x153;tickingâ&#x20AC;? sound.

MORE INFO Comp Cams Tech Department; 800/999-0853; CamHelp@ CompCams.com

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THIS GUY’S GARAGE The ’54’s body lines are basically stock, with a laundry list of Scott’s subtle touches that demands you look at the car for an hour or so to appreciate. The upper portion of the quarter-panels have been modified, and those rearwheel openings have been dropped 3 ⁄4 inch and the radius opening has been “softened.” The bumpers have weeks in them. There’s a lot more we just don’t have room to describe.

SCOTT SULLIVAN / DAYTON, OH This version of CC’s nationwide garage tour is a bit different. This is Scott Sullivan’s little two-car garage where he’s been building cars for more than 30 years. You’ll notice this isn’t a 10,000–square-foot shop with a bunch of gas monkeys chimping around. His ’54 Chevy is undergoing a final assembly in the same spot where he built his exceptional, red Henry J and the iconic Cheese Whiz orange Pro Street ’55 Chevy that whizzed everybody back in 1989. You won’t find a Bridgeport here. In fact, the work bench is usually so cluttered that it seems like Scott does most of this work on the floor. There’s a not-so-subtle message here. Those professional shops are plenty nice with CNC machines and other 21st-century luxuries. But that’s all they are—luxuries. Scott is more of a minimalist who can still get the job done. The ’54 is powered by a Scoggin-Dickey LS3 that’s fed fuel with a Holley Dominator EFI system through a Holley intake that Scott massaged. At first glance, you might mistake it for a 409 because Scott built those valve covers to make you look twice. You don’t need a shop full of big machines to be a talented car builder. The real car builders can do it with a few handtools, a right-angle grinder, a sanding block, a paint gun, and a pocket full of talent.

By Jeff Smith / Photo: Scott Sullivan

46 CAR CRAFT SEPTEMBER 2014

So how many cars do you think you’ve built in this shop?: “I don’t know, around 30, but 50 sounds more impressive!” —Scott Sullivan The LS3 is adorned with a pair of covers that look intentionally like a pair of custom W-motor valve covers. The ribbed theme is carried over to the lifter valley cover and also to the access covers on the firewall. Scott asked us to thank ARP for supporting all of his builds.

The trans will be a rockin’ T-56 six-speed manual with a Centerforce clutch driving back to a Moser 9-inch with a 4.11:1 gear and big 31x12.5x16-inch Hoosiers mounted on ET III wheels.

Scott is well known for his cool little details like routing the A/C hoses through the framerail to clean up the installation. The mostoften-heard question around a finished Scott Sullivan engine compartment is, “What happened to all the wires?

The suspension is all Ride Tech with a fourbar system in the rear and a G-body-based, unequal-length upper and lower control-arm front suspension with Ride Tech coilovers on all four corners.

SEPTEMBER 2014 CARCRAFT.COM 47

PROJECT CAR

PROJECT C10 Brake and Suspension Upgrades By John McGann / Photos: John McGann

➔

We’re nearly finished with the disc-brake swap on our ’67 Chevrolet C10 longbed pickup and are hoping to have the truck back on the road in time for Anti Tour, our annual road trip (which happens in July—see our website and Facebook page for details). So far, the only challenging aspect of swapping CPP’s Big Brake Kit was breaking through decades of crud and road grime to get to the fasteners. Here’s what we’ve accomplished.

48 CAR CRAFT SEPTEMBER 2014

You can see on the top of our control arm the accumulation of junk that is more than an inch thick in some spots and nearly as hard as cement. We discovered one way to quickly break through this is to broil it with our acetylene torch. You donâ&#x20AC;&#x2122;t need to make the metal parts cherry red, just heat the dirt and grime up until it gets crusty looking.

The added benefit of using the torch is the overwhelming satisfaction that comes from watching a 6,000-degree flame reduce this extraordinarily stubborn material to carbon, which can be easily scraped away. Here is the result after some light scraping and a few passes with a wire wheel on our angle grinder.

SEPTEMBER 2014 CARCRAFT.COM 49

PROJECT CAR

Installing CPPâ&#x20AC;&#x2122;s front discbrake components was as easy as removing the old stuff and installing the new. When purchased as a kit, the brake calipers and rotors are already installed on the spindle. This kit includes CPPâ&#x20AC;&#x2122;s 13-inch rotors mounted on a CNC-machined aluminum hub. The PBR calipers are similar to those on newer Corvettes and Camaros. They house twin 52mm pistons and are shipped complete with pads installed. The brake components are mounted on CPPâ&#x20AC;&#x2122;s own-design Modular Drop Spindles, which will lower the front end by 2 inches. We also scrapped the stock coil springs for CPPâ&#x20AC;&#x2122;s 1-inch drop coils.

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We didnâ&#x20AC;&#x2122;t want to put new brakes on old suspension parts, but we did want to maintain a reasonable budget and get the job done as quickly as possible. Our best option was to replace the upper and lower control arms with stock replacements, which CPP sells complete with new bushings and ball joints already installed. This saved us hours of cleaning, scraping, and pressing out old bushings to install new ones. If you have some more money to spend, CPP offers very stout-looking tubular upper and lower A-arms that offer improved suspension geometry over stock. If you have less money to spend, CPP also sells all the bushings, rod ends, and ball joints youâ&#x20AC;&#x2122;ll need to rebuild the front end of nearly any classic American car.

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Cleanup continues on the rear suspension as well. Not only did we remove the old drums and backing plates but we also pulled the axlehousing and trailing arms off the truck for a thorough cleanup.

) are made from two sections 1 The Chevy truck trailing arms (used from ’63–’72 is quite sturdy at approximately ⁄8-inch thick, spot-welded together. Though the material Steve McClenon, from advice sought We . ement improv for we wondered if there was room truck-arm suspension. He recommended owner of Hotrods to Hell and expert on the g the seam where the pieces of channel meet, weldin stitchchecking the arms for cracks, perch. spring and reinforcing the area of the

Left: We began by stripping the arms to bare steel and welding the seam in 2-inch sections, 2 inches apart, along the top and bottom sides. Below: McClenon also recommended reinforcing the spring perch and area where the axle bolts to the arms with 1⁄8-inch plate. We grabbed some 1⁄8-inch hot rolled steel sheet from the remnant pile at our local sheetmetal store and cut strips to fit the arms.

52 CAR CRAFT SEPTEMBER 2014

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PROJECT CAR

With the strips of sheetmetal cut to fit the width of our trailing arms, we roughly shaped them to fit the bend of the arms and marked the bolt holes with a Sharpie from the opposite side of the arm. Then we clamped the pieces to our drill press and used a step bit to drill holes about 1⁄4-inch diameter larger than necessary to accommodate any misalignment while marking and drilling the holes. We verified the placement using the stock fasteners.

We were able to fit the plate to the tops of the trailing arms by bending them slightly by hand and clamping them in place before welding. The bottom plates needed to be heated and hammered to fit.

Welder, we welded the p Using our Miller Diversion 180 TIG . ents, spaced roughly 1-inch apart the trailing arms, in 3-inch segm with Rustarms g trailin the ed paint we After a thorough cleaning, h we chose mainly because it Oleum’s Trim & Bumper paint, whic Our next installment will best. liked we had the semi-gloss finish the installation of CPP’s and axle rear document upgrades to the rear disc-brake kit. END

PARTS LIST DESCRIPTION Front/rear Big Brake Kit 1-inch Drop front spring and shock kit Upper control arms, pair Lower control arms, pair 1 ⁄8-inch steel plate Trim & Bumper paint

➔SOURCES

P/N 67762FRBK6-BB 6372CSSK-F 6372SCA-U 6372SCA-L NA 251574

Classic Performance Products; 714/522-2000; ClassicPerform.com Hotrods to Hell; 530/365-6561; HotrodsToHell.net M & K Metal Co.; 310/327-9011; MKMetal.net Miller Electric Manufacturing Co.; 920/734-9821; MillerWelds.com

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TEXAS By John McGann / Photos: John McGann

ay what you will about Street Outlaws on Discovery Channel, but it has posted ratings as high as nearly all other Monday night cable TV shows it has come up against. While the average audience is close to 2 million, the season 2 opening episode drew the largest number of viewers: 3.4 million. Our Jan. ’14 issue, which featured several of the show’s cars, was our best-selling issue in a year, as well. Whether you love or hate the show, its appeal to automotive enthusiasts is a proven fact, and we happen to like the show, if for no other reason than because the cars are so damn cool.

60 CAR CRAFT SEPTEMBER 2014

Predictably, the Street Outlaws has also generated a ton of trash talking and callouts from around the country, challenging the OKC guys to races guaranteed to end with such a devastating ass-whooping, they’d slink back to Oklahoma, never to be heard from again. The show’s producers cashed in on this buzz and sent the show’s stars around the country to race some of their most vocal critics. Here at CC, we also predicted this move and planned a trip to Texas, knowing it would be one of the show’s destinations. Our visit didn’t coincide with Discovery Channel’s taping, but that wasn’t

our intention. We wanted to see some cars in the area with the potential to make 1,000-plus streetable horsepower. We spent a week in the Lone Star state, traveling between Houston and Dallas, and were impressed by the quality of builds we saw. The guys we met were totally down-to-earth, and their cars were frugal yet effective builds that maximized dollars spent per horsepower made. Arguably, the cars we saw in Texas were closer to true street cars than those in Oklahoma, and we found it interesting how different regions of the country go about making power. Down in

Texas, they like turbochargers! Big ones, too—just like the bugs, steer, 10-gallon hats, and belt buckles you find there. Astute readers take note: Here’s a rare example of guys giving detailed information about their engines and drivetrains that you can use as a recipe when building your own car. On a very basic level, excellent cylinder heads, a healthy cam, and a bottom end strong enough to support 20-plus pounds of boost will get you in the high 8s or low 9s, depending on how heavy your car is. That’s what we found most enlightening about our time in the Texas.

SEPTEMBER 2014 CARCRAFT.COM 61

FAST CARS OF TEXAS

TURBO MUSTANGS OF DALLAS

62 CAR CRAFT SEPTEMBER 2014

CODY JONES Chris Hamilton is known as Boosted GT on message boards and holds a YouTube account by that name full of videos of his yellow ’95 Mustang. He’s fully immersed in the community of street and outlaw drag-radial cars, making him the ideal guy to help us navigate the scene in the Dallas/Fort Worth area. The first stop on his guided tour was Cody Jones and his ’90 Mustang. Cody picked up this striking car from its former owner, who had been racing it in NMRA’s Super Street Outlaw class. Currently, he’s configured it with a 347 Windsorbased engine he purchased from a friend. Starting with a Ford Racing engine block, it’s built with GRP rods, forged pistons, and a set of Trick Flow’s killer 11R heads. On top of that good stuff, his buddy Brooks Lopez built the plumbing and fitted a tasty 88mm Precision turbocharger and an air-to-air intercooler. Knowing this small-block would be seeing some boost, Cody had Morgan and Son Racing go through the block to make sure it was up to the task. So far, so good. The engine burns C16 race gas through a FAST fuel-injection system. Andre Davis tunes the car remotely via Wi-Fi. The rest of the drivetrain comprises of a Powerglide transmission and a trusty Ford 9-inch rear. Though he’s been racing Fox-body Mustangs for a while, this is Cody’s first turbo car and he was stoked. “I love the feel. It continues to pull all the way down the track,” he said. The only other engine he’d consider putting in the car now is a turbocharged bigblock Chevy, but said he’d probably have a difficult time finding people willing to race him on grudge-match night at Texas Raceway, his local track.

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FAST CARS OF TEXAS

CLIFTON HICKS Clifton is the owner of this turbocharged ’93 Mustang. During the day, he works as a quality-control inspector at an industrial machine shop, and he does repairs out of his home in the evenings to be able to pay for his race car, which is actually a combination of this body he purchased three years ago and whatever parts he could salvage off his previous race car, which was completely destroyed a couple years prior in a scary-sounding crash at the top end of the track. He’s building this car to compete in the local Tex275 radial classes. Morgan and Son Racing built its 351W with a Dart Iron Eagle block and AFR

220 cylinder heads. The compression ratio is 9.5:1, and the Bullet Racing cam specs out to 260/271 degrees duration at 0.050-inch tappet lift, 0.736-inch valve lift, and a 115-degree lobe-separation angle. A custom-built Garrett turbocharger with a 98mm inlet is mounted behind the driver-side foglamp opening and punches air through a front-mounted intercooler before reaching the 750-cfm blowthrough carburetor built by Carburetor Solutions Unlimited. Why such a small carb? He says larger ones haven’t made a difference, a phenomenon we’ve heard corroborated by other racers with turbos and blow-through carbs. The transmission is a Mike’s Performance Powerglide, and the rear

axle is a Ford 8.8 built by Auto Fab Race Cars. As configured, this combination should make about 1,500 hp at the wheels and be good for 4.80s at 147 mph in the eighth-mile. Clifton is basing those guesses on the performance of his previous car, which was pretty close in spec to this version, so we don’t dismiss those claims as wishful thinking. Though he hopes never to crash at the track again, Clifton isn’t taking any changes. He had Precision Race Craft weld in a 25.5-certified rollcage, and another cool piece of kit is the electronic boost controller and staging beam “bump box” from Leash Electronics. Clifton was in the middle of wiring the car when we stopped by.

arms, Trick Flow R cylinder heads, and an Edelbrock Super Victor intake manifold. The compression ratio is 10.5:1, so Jason fills the 10-gallon fuel cell with C16 race gas. The engine sits on an Anthony Jones front K-member, and the rear suspension consists of pieces from Wolfe Racecraft. A Powerglide transmission with a torque converter from Ultimate Converter Concepts sends about 1,000 hp to 3.27:1 spoolmounted gears in the 8.8 rear axle. It took Jason about nine months to build the car and said choosing a turbocharger as his power-adder was a no-brainer: “The power is always there.” While a nitrous kit may be less expensive initially, the cost of nitrous as a power-adder increases over time. “One [X275] race may cost you $400

in nitrous!” Jason said. Consider that over the span of a year or two of racing, and you’ve spent what a good turbo kit costs.

JASON GRUBAUGH The next morning’s shoot brought us face-to-face with yet another turbocharged Mustang. Jason Grubaugh is a regional sales manager for McGraw Powersports, and this is his ’93 Mustang. He bought it as a primered basket case about two years ago. “It had a good engine and an OK turbo kit, but the rollcage sucked and had to be cut out,” he said. Precision Race Craft fixed that and added some additional chassis reinforcements. Like Clifton, Jason also built his car to compete in Tex275 races. Women swoon and grown men shed tears of joy when Jason lifts the hood to reveal the massive Borg-Warner S476 turbocharger. Fed by headers from Pony Down, it pumps a sizeable amount of boost through an intercooler and plumbing built by Brooks Performance into a CSU-prepped 750-cfm Holley. Morgan and Son also built this engine, starting with a Ford Racing 302 SVO block, a crankshaft and connecting rods from Scat, Probe pistons, an Anderson Motorsports cam with 0.576-inch lift, Smith Brothers pushrods, Comp Pro Magnum roller rocker

64 CAR CRAFT SEPTEMBER 2014

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FAST CARS OF TEXAS

CHRIS HAMILTON Chris “Boosted GT” Hamilton brought us to see his latest build, this ’04 Mustang, which will be an upgraded replacement to the yellow Mustang he recently sold. Though still wearing black paint in these pictures, the car has since been painted yellow and stars in a few YouTube videos of its own. It’s being built to compete in X275 drag radial racing, yet still be totally streetable. “I drove the yellow car all over the place,” Chris said. The powerplant in this car began with a World Products Man O’War engine block, Scat crank, Eagle cods, SRP pistons, and Trick Flow High Port cylinder heads. The cam is a custom grind from

Comp, and Chris is using Harlan Sharp shaft-mount rocker arms. At the time of our visit, the car was at Fajita Fabricating (his friend Francisco Vega’s house), getting the headers and turbo system plumbing finished. Precision’s X275 88mm is good for 1,600 hp and is legal in most X275 racing classes. The engine runs on Holley’s Dominator EFI system, while a Leash Electronics boost controller regulates the intake charge and also features a launch pressure setting. It works with the Tial wastegate and two JGS Precision blow-off valves. Chris monitors the engine’s vitals with a Racepack IQ3 dash. Safety features include a

chromoly 25.2 rollcage built by Precision Racecraft good for 6.90s in the quarter-mile. The Powerglide and torque converter both come from Neal Racing Transmissions, and the rear axle is an Autofab Race Cars 8.8. A Team Z front K-member and QA1 coilovers prepped by Menscer Motorsports round out the suspension. Chris prefers turbochargers to other power-adders and has been driving turbo cars for about 10 years. His previous yellow car was making about 1,400 hp at the wheels, but it was still streetable. This new car will make a little more power, but also weighs 300 pounds less.

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Morgan and Son Racing Engines is a fixture in the Southwest’s performance-engine-building community, operating for more than 30 years in a building so difficult to find it’s cool. Owner Bud Morgan inherited the business from his father, who passed away nearly 10 years ago. “This is all I’ve ever done,” he said, describing how he’d go to the shop after school and stand on a milk crate washing parts. He built his first complete engine at age 12 while the rest of us were likely squandering our lives in front of a Nintendo console. When asked for some of his favorite engine combinations, Bud replied, “They all work the same, they just look different.” He did admit a preference to big-block Chevys because of the availability of parts. He has a 720 Donovan big-block in his ’67 Camaro race car that’s gone as quick as 4.53 in the eighth-mile. It seemed like the last thing Bud wanted to do was talk about himself—he didn’t even want his picture taken—but everyone we spoke with had nothing but stellar things to say about his engines and his willingness to help people on his own time.

The other business we wanted to visit was Precision Racecraft, which Rod Smith operates out of his expanded home garage. He built the rollcages in Clifton’s, Jason’s, and Chris’s Mustangs. He doesn’t just do rollcages, though. “I’ve always been into cars,” Rod said. “I always did my own work, and people started wanting me to work on their cars, too.” Eventually, he made a business out of it and can work on just about anything—from custom rollcages to sheetmetal restoration to electronics.

66 CAR CRAFT SEPTEMBER 2014

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FAST CARS OF TEXAS

BOOSTED BIRDS AND FAST TRUCKS OF HOUSTON

LATE-MODEL RACECRAFT Drive a few hours south of Dallas on Interstate 45, and you’ll find yourself at Late Model Racecraft on the outskirts of Houston. Co-owned by Josh Ledford and Steven Fereday, LMR has been in business for seven years. Steven runs the business end and drives their race car, while Josh builds the cars and oversees the shop. They say business is going crazy right now, and neither of them expected it would grow so fast. Josh is self-taught and can build anything from headers to full-blown race cars, including their in-house race car, the ’95 Firebird Formula. What began as an LT1 street car now has a twin turbocharged LSX sticking through the hood. With a displacement close to 440 inches, this engine was built with a Callies crank, GRP billet rods, Diamond pistons, a Cam Motions camshaft, Mast Motorsports C5R heads with T&D shaft-mount rocker arms, and a compression ratio of 10.0:1, the Firebird maxed out LMR’s chassis dyno—1,500 hp on just 15 pounds of boost. The twin Precision turbochargers can deliver up to 55 psi, but they normally limit the boost to around 45 pounds. A Pro Torque torque converter twists the input of a TH400 trans, which has First gear removed (think of it as a Powerglide on steroids) through to a 9-inch rear, and Steven shifts at 9,000 rpm. Though they typically run the car in NMRA’s LSX shootout class, where it clears the traps at close to 220 mph, Josh can configure the car (by changing the turbochargers, transmission, and rear axle centersection) to run eighth-mile Outlaw drag-radial

68 CAR CRAFT SEPTEMBER 2014

classes or standing-mile events. While this sounds like a very highstrung grenade with the pin pulled, Josh said the combination is very reliable; they only rebuild the engine once a year. One hurdle to overcome has been fuel delivery. Josh said most electric fuel pumps can’t keep up with the Firebird’s 225–lb-hr fuel injectors at 9,000 rpm, so they’ve got a mechanical fuel pump installed right now. Asked about current trends, Josh says LS engines are king. They do some work on Modular and Coyote Ford engines, but the vast majority of customers bring them LS-powered cars. “There’s really no reason to build a Gen I Chevy anymore,” Josh said. “The LS1 block is good, and the LSX block can support 1,500 hp and can be driven anywhere. A 600hp LS engine build is easy, but its harder to do that with a Gen I small-block, relative to cost and driveability.” When asked about poweradders, Josh said, “For a normal street guy, superchargers are the most popular installs,” noting that there’s about an even split between customers choosing positive-displacement superchargers and those choosing centrifugal. “For big power, customers want turbos,” he added. As such, LMR is working on its own twin-turbo kit for C6 Corvettes. The guys are also doing more LS swaps into older cars for customers. Looking around the shop, there wasn’t a single carburetor to be found. Kids these days want EFI, and Josh says Holley’s Dominator and ProEFI’s engine-control units are some of the best and most versatile systems currently available.

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FAST CARS OF TEXAS SXT PERFORMANCE There’s no shortage of pickup trucks in Texas, so it was really no surprise to find a guy specializing in the business of making them faster. SXT performance, run by Eber Saenz, has been developing custom turbo kits for LS engines in Chevrolet and GMC pickups. It’s so simple, we wish we had come up with the plan: use the stock manifold on the driver side that joins a handmade, stainless-steel “log” manifold on the passenger side, which incorporates the turbocharger flange. Eber believes the manifolds are superior to headers because of their better heat retention, and getting the hottest exhaust possible to the turbocharger generally yields more power. Manifolds also don’t burn up plug wires, if you needed more convincing. This system works for LS engines better than a older small-block Chevy because the LS exhaust manifolds are much more efficient than the oldschool, cast-iron manifolds were. He says the LS-style engines are pretty good as equipped from the factory, noting that boost amounting to about 500 hp at the wheels starts to wear out the wristpins. Plan on forged pistons if you intend to make more power than that. Why does Eber like making pickups go fast? “Anybody can make a car go fast. It really freaks people out when you beat them in a truck!” he said. Eber wanted to show us some of his work, so check out his son Junior’s silver ’07 GMC with a 76mm turbocharger on the mostly stock 5.3 engine. They added main and head studs, a custom-ground cam spec’d by business partner Lee Atkinson, and Junior can boast about 670 dyno-proven horsepower at the rear wheels in a truck he can drive every day.

70 CAR CRAFT SEPTEMBER 2014

Next was John Munoz’s extra-clean red ’01 Silverado. He’s the original owner and got the itch for more power a few years ago. First, he put a turbo kit on the original 5.3, but now it’s packing a 414ci stroked 6.0L engine with 10.0:1 compression, Lee’s cam, and a 76mm Precision turbo. The heads are stock, save for the addition of titanium valvespring retainers. It makes 600 hp at the wheels on 10 psi of boost using Edelbrock’s Pro-Flow EFI system. “I had to learn how to drive it again!” John quipped. “It used to go mid-12s [with the 5.3], now it goes mid-11s at the track. It feels great. I can drive it anywhere.” Tired of all these turbo cars? Check out Gonzalo Alvarado’s red ’98 Silverado and Tito Hinojosa’s ’83 Cheyenne. Gonzalo’s truck has a clean 6.0L swap, with the engine stroked to 427 ci. The heads are CNC ported, and he plumbed in a 300-shot fogger system that’s good for 800 hp at the wheels. It’s still using a GM computer tuned by Eber with HP tuners and getting power to the ground through a 4L65E and an

8.5-inch 10-bolt. Tito’s Cheyenne has a great-looking LS2 swap, with a healthy Comp 231/239 duration cam that makes a stout 447 hp at the wheels. If the pickups aren’t your thing, check out Alvin Scott’s twin-turbo 496 big-block in his ’69 Nova. Alvin recently retired from his job with the state highway department, which gave him time to finish this long-running project. “I’ve been working on it for seven years. It was in bad shape. I had to replace the quarter-panels, the radiator core support, and both doors,” he said. Though originally a six-cylinder car, Alvin wisely built a 496 (stroked 454) with a Lunati crank and rods, JE pistons, a Comp cam, and Brodix cylinder heads. Aside from the pair of 76mm Borg-Warner turbochargers, the other really cool thing about this engine is that it’s fuel

injected. Alvin plugged in FAST’s XFI port fuel-injection system, and Eber tuned it on his chassis dyno to the tune of 1,500 hp. Not too shabby. If there was one unexpected visitor from our visit with Eber, it was Clemon Prevost and his LS1-powered ’80 Porsche 911. Also the owner of an

LS-powered 914, it’s safe to say Clemon likes V8s in his German cars. Among the engineering feats he accomplished to install the engine, one of them—his engine-block, water-pump adaptor— was recognized by the U.S. Patent Office. If you’d like more information, go to his website: Toy-Jet.com. END

MULTIMEDIA More photos from our trip to Texas can be found on CarCraft. com. If you want to see Chris Hamilton’s car in action, go to YouTube.com/BoostedGT. Keep up with Late Model Racecraft at LateModelRacecraft.com, and follow some cool Outlaw drag-radial racing at Tex275.net. In a few months, we’ll conclude our series on fast street cars around the country with a trip to Chicago.

SEPTEMBER 2014 CARCRAFT.COM 71

“Y

ou want to go how fast with what?” That was the typical reaction George Castlemaine Sevelle V—“Cas” for short—got from transmission shops, rearend suppliers, and pretty much everyone he ran across while building this ’69 Chevy Kingswood Estate. The goal was to make around 1,000 hp in a car that weighed 5,000 pounds—a car he would take to the track on slicks. Combining that power and weight with good traction is a formula that equals broken parts, and many of the shops Cas talked to wanted no part of the liability associated with his crazy dream. But a few did, and the result is a 10-second behemoth. Everyone remembers his first car. Some are even fortuitous enough to still own it. The wagon is Cas’ first car, a

72 CAR CRAFT SEPTEMBER 2014

hand-me-down from his grandparents who bought it brand new in 1969. The grandparents kept it at their ranch, which was really more like a vacation home, in Mariposa, California. When Cas was approaching his 16th birthday, Grandma asked if he wanted a car. Of course, Cas’ answer was yes. The wagon served as his unique driver in high school in Mission Viejo, California. His peers got new BMWs and Mercedes-Benzes for their 16th birthdays. Cas’ enormous land yacht definitely didn’t fit in, but that made it cool. The first thing Cas did, as many high school kids would, was stick a big stereo in it—3,000 watts worth. But George Castlemaine Sevelle IV—Dad—was a gearhead with a need for speed, so the stock small-block was replaced with a 383. It wasn’t long before that engine blew

lle V’s George Castlemaine Seve Estate ’69 Chevrolet KingswoondW agon Statio an and NMCA Archives

By Rob Kinnan / Photography: Rob Kinn

up. Then, Mike Hayden at Hayden Motorsport built the guys a 400. They put a nitrous system on it and raced the car a little while Cas was still in high school. Upon returning from college with a master’s degree, Cas and his father just couldn’t get the nitrous’d small-block combo working the way they wanted to. On top of that, Mike Hayden kept trying to persuade them to build a Rat motor. “Mike Hayden is a ‘bigger is always better’ type of mechanic and kept trying to get us to put a big-block in it, partly because it’s such a big and heavy car,” Cas said. Ultimately, Hayden built them a 540 that makes about 600– 650 hp on the motor, and they topped it with a nitrous system using a Nitrous Supply plate, controlled by an NOS controller and monitored by a CompuTech data logger. With

nitrous jetted to 400 hp, they achieved their 1,000hp goal. The motor is backed by a 4L80E built by Hughes Performance, the only transmission company that would agree to take on the heavy project. Cas said they haven’t had any problems with it. Once they got the nitrous system set up and the trans brake figured out, the rearend fell to pieces, so Moser custom-built a 9-inch to handle the abuse, which Cas dishes out on Hoosier slicks. The first time at the track with the new big-block combo, the car ran 11.57—2 seconds quicker than it had ever run. But the nitrous system wasn’t set on full kill yet, and the guys realized they needed a rollbar if they wanted to step it up any more. They dropped the car off at Hansen Race Cars for the required safety equipment.

SEPTEMBER 2014 CARCRAFT.COM 73

GRANDMA’S RANCH CAR

The rest of the car is truly simple. The front suspension is stock, and the rear has Hotchkis adjustable upper control arms and Eibach springs. The fuel system consists of two Holley blue pumps (one for the motor and one for the nitrous system), and excluding the rollbar and a B&M shifter, the interior is stock and Grandma fresh. But looks are deceptive. This behemoth, which weighs 5,100 pounds with Cas behind the wheel, just ran a 10.674 at 127.75 mph as we were writing this. “It’s actually a little bit faster than we are really looking to make the car go,” Cas said. “Our goal is to make it

consistently run 10.8 to 11.0 seconds in the quarter-mile.” Just dial back the spray a little, and they’re there. The car is a sleeper to the point that track announcers commonly make fun of it when it pulls into the burnout box—until they see it run. Then it becomes an attraction. Though it’s completely streetable, registered, and insured, the wagon is usually hauled to the track on a trailer, because a car this big and fast will eventually break something. We asked Cas if his grandmother knew what he was doing with the car, and if so, does she approve? His answer: “Absolutely!”

“It’s always announced as ‘grandma’s grocery getter’ the first time it rolls into the lights, because they’ve never seen it. The second run is a different deal.” —Cas Sevelle

74 CAR CRAFT SEPTEMBER 2014

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TECH NOTES Who: George Castlemaine Sevelle V What: ’69 Chevrolet Kingswood Estate station wagon Where: Mission Viejo, CA Engine: Mike Hayden built the 540 starting with a Mercury Marine 502 Gen 6 block. The internals include a Callies 4.25-inch-stroke crank, 6.385inch Eagle H-beam rods, 10.4:1 JE pistons, and a Comp hydraulic roller cam with 238/242 duration at 0.050 and 0.580/0.590 lift. A 1,000-cfm Holley carb on an Edelbrock Victor Jr. intake works with a Nitrous Supply Halo Plate system jetted to 400 hp. An MSD 6AL sparks it, and a CompuTech DataMaxx data logger keeps track of what’s going on. Transmission: The four-speed is a 4L80E from Hughes Transmissions with a trans brake and 3,500-stall lockup converter. Rearend: Moser built a custom-width, 9-inch housing. The gears are 4.88:1 on

76 CAR CRAFT SEPTEMBER 2014

the track, but get switched to 3.50s fo the street. Exhaust: Currently, the car does not have exhaust—just open headers. As we write this, they were installing a f u exhaust system to drive it to a show. Suspension: The front suspension is stock, and the rear uses Hotchkis Sport adjustable upper control arms. Brakes: They’re stock like the General made them, with discs in front and drums in back. Wheels/Tires: BF Goodrich Radial T/As are used on the street, sized 245/60-15 in front and 275/60-15 in the rear. At the track, Cas switches to a set of Hoosier slicks or 295/65-15 Mickey Thompson ET Street Radials. Paint/Body: The car has never been in an accident, so no major bodywork has ever been performed. The car was repainted in 1997 by George Thomas at Mariposa Auto Body. Thomas couldn’t find reproductions of the original vinyl

s “This car show ta that you can r ke grandma’s ca and have fun with it.” —Cas Sevelle “woodwork,” so he painted it on. It really looks like wood! Interior: The stock, black vinyl bench seats are augmented with a Hansen Race Cars rollbar, B&M shifter, and 3,000 watts of stereo from Pioneer, Clarion, Boston Acoustics, JL, Linear Power, and Directed Auto. When we photographed the car at the track, Cas had removed the heavy subwoofers from the rear part of the car. END

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By Douglas R. Glad / Photos: Douglas R. Glad and Jeff Smith

asn’t this the ’10 Cobra Jet Douglas Glad raced last year in Division 7? Yes and no. Yes, the registration still says 2010, and no, the car has been upgraded with ’14 bodywork and all of the NHRA safely equipment to run 8.50s. The Windsor has been swapped for a new Coyote with a 2.9L Whipple supercharger. This car, and others like it, represent a significant shift in Sportsman drag racing. For a very long time, NHRA Stock Eliminator was the realm of comfortable and consistent e.t.’s and a fraternity of embedded racers that dominated the classes in what we consider muscle-car–era cars. That changed about 10 years ago when cars suddenly got faster. A new class called AA/S was added for these new cars and all went back to normal, but not for long. Tradition crumbled completely with the recent introduction of mega-fast factory COPO, Cobra Jet, and Drag Pak cars. The NHRA responded by moving the AA/S(A) class to CCC/S(A) and added BBB/S(A), and of course, the kick-ass AAA/S and AAA/SA classes for clutch and automatics, respectively. The AAA class is currently dominated by the Cobra Jet, with many competitors in the 8s. Calvert’s ’10 is now running as fast as 8.82 at 154 mph and reportedly produces 1,000 hp at the flywheel with parts you can get through Ford. There is, of course, a Super Stock program, and we’ve seen several 7-second Cobra Jets in this class. As this is written, Calvert is headed “down South,” to match race and attend the Cobra Jet Shootouts just like it was 1969. Get off your sofa and attend a race.

JOHN CALVERT’S

’10/’14

COBRA JET SEPTEMBER 2014 CARCRAFT.COM 79

JUNKYARD BUILDER How to Upgrade Your Ford GT40P heads By Jeff Smith / Photos: Jeff Smith

ast month, we showed you a buildup on Tim Moore’s budget 5.0L Ford. We pulled it from the junkyard and added a Lunati hydraulic roller cam, some head mods, and an intake and carburetor and made a very impressive 375 real street horsepower. An important part of keeping the investment in line was retaining the production GT40P heads. These are Ford’s best-flowing production cylinder head for the pushrod 5.0L. Due to space considerations, we didn’t have room in the first story to detail all the tricks that went into these heads. Plus, as is usually the case, there are several ways to achieve those goals. The trick is to upgrade the valvesprings so the entire valvetrain can handle the lift and loads imparted by the longer-duration,

higher-lift cam. But there’s more to this than just swapping springs. Let’s start by reviewing the evolution of these heads. The GT40 first appeared in ’93 and can be found on Mustang Cobras and Lightning pickups. This design was slightly reworked and installed on the ’97-and-later Explorer and Mountaineer SUVs as the GT40P. The GT40 valve sizes are 1.85/1.54 for the intake and exhaust, while the GT40P went to a smaller 1.46-inch exhaust valve. There were other changes to the GT40P, including a slightly smaller combustion chamber reduced from 65 cc to roughly 60, which benefits the compression ratio. One of the biggest changes to the P heads was relocating the spark-plug placement to improve combustion efficiency.

The production Ford GT40P iron head offers decent flow as a stocker, but it needs a few modifications in order to accommodate more valve lift.

80 CAR CRAFT SEPTEMBER 2014

Unfortunately, this causes header-tospark-plug interference when using standard small-block Ford headers with the GT40P head. There are a few headers out there that are designed specifically for the GT40P head, so you might want to check on that. The GT40P incorporates a rotator into the exhaust valve retainer, which, through a series of ball bearings, allows the valve to rotate slightly each time it opens. This helps prevent exhaust valve seat erosion. The valve rotators are thicker than standard valvespring locators and retainers, though, and require a spring with a shorter installed height on the exhaust valve. The installed height is the distance from the valvespring seat in the head to the underside of the retainer. On

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JUNKYARD BUILDER The easiest way to identify the GT40P head is these four vertical casting marks on the outside of the head. To verify, GT40P is also cast into the head (usually!) below the valve cover in the intake side of the head.

these heads, the installed height of the intake valvespring is around 1.780 inch, but the exhaust is less at roughly 1.600 (the installed heights can vary by 0.050 inch or more). Because of this discrepancy, the exhaust valve’s valvelock groove must be shorter to allow sufficient room above the retainer for the guided rockers. This reduces the actual distance between the bottom of the retainer and the top of the valve guide and seal, so this combination can’t accommodate any kind of performance cam with more than 0.450 inch of lift. These heads use a net lash valve system instead of a traditional studmounted, adjustable rocker. Net lash rocker stands use a bolt to position the rocker arms to the head, which is tightened to a preset position. This system is easier and quicker to install on the production line, but doesn’t allow for lifter preload adjustment. Plus, the stock 5⁄16-inch retaining bolt is weak. To make these heads work with a performance cam, Slover’s Porting Service milled off the original net lash

82 CAR CRAFT SEPTEMBER 2014

The keeper groove in the stock exhaust valve (left) is lower than with non-rotator-style valves because GT40P heads use shorter springs and a thicker retainer. We decided to use new valves from Manley (right) with keeper grooves in the same location as the intake valves, making assembly simpler and easier. Other valvespring kits compensate with different retainers or keepers to communize the installed heights.

bolt pads to install 3⁄8-inch screw-in studs (with a 7⁄16-inch bolt size in the head) and changed the exhaust valve to ones with a taller keeper groove so the installed height would be consistent with the intake. This means the head would be able to use the same valvesprings, retainers, and keepers for all 16 valves. This conversion also required machining the guides to reduce their overall diameter to fit the 1.450-inch I.D. Lunati dual springs. Of course, there are alternatives to this approach that can be accomplished without removing or machining the heads. Trick Flow Specialties makes a valvespring kit that allows you to retain the stock exhaust valves. It compensates for the installed height discrepancy by using different intake and exhaust valve retainers. Crane also sells a kit that includes beehive-style springs and offset valve locks. In this situation, Moore preferred to replace the stock exhaust valves with ones from Manley because they are stronger, and the benefits justified their additional cost. Machining the guides allowed us

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A valvespring’s installed height is the distance between the spring seat and the bottom side of the spring retainer. In order to use the Lunati dual springs, this required machining the lower guide boss (arrow) to reduce its 0.990-inch O.D. to clear the inner spring, which has a 0.730-inch I.D. Slover’s Porting Service did this machine work at the same time that the heads were ported and machined for screw-in studs.

With new exhaust valves and a fresh valve job, we set the installed height of the springs with a simple installed checker tool you can buy from Summit Racing. With the stock valve, the installed height was too short at 1.775 inch. Using valves with taller keeper grooves, our installed height was 1.850, which put our spring load at 125 pounds on the seat and around 310 pounds at 0.570-inch max valve lift.

Mike Slover did all the machine work, including some light pocket porting to improve both the intake and exhaust flow by blending the bowl area under the seats into the main port. This careful blending takes a few hours but enhances flow across the entire valve lift curve through 0.550inch. This work combined with the big Lunati cam made 375 hp at 6,400 rpm.

to use a set of Lunati dual springs, because we intended to use a fairly aggressive cam and needed plenty of valve control at higher engine speeds. Our hydraulic roller cam was ground with at 231/239 degrees duration at 0.050 with 0.571/0.565-inch lift. As our testing revealed, this cam pushed the peak horsepower to 6,400 rpm, which means you might shift as high as 6,700–6,800 rpm in the car. That much rpm requires a strong valvespring. The mods worked perfectly on Moore’s budget small-block Ford that will soon find itself in a friend’s early Mustang With a strong 375 hp. It should be a blast to drive, and we didn’t pillage the piggybank to pull it off.

Comp Cams makes adjustable pushrod guideplates for the small-block Ford, which allows the builder to align each rocker arm over its valve. A fixed guideplate does not allow this kind of precision alignment. Once the rockers are properly centered over the valve, each stud is torqued in place.

84 CAR CRAFT SEPTEMBER 2014

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JUNKYARD BUILDER The remainder of the valvetrain was assembled with Comp 3⁄8-inch rocker studs, poly locks, and Lunati 1.6:1 roller rocker arms. END

PARTS LIST Lunati valvesprings, 1.450-inch diameter Manley exhaust valves Comp Cams 3⁄8 rocker stud Comp Cams guide plates, adjustable TFS valvespring conversion kit Crane beehive spring kit for GT40P

VALVESPRING CHART SPRING PN SEAT LOAD OPEN LOAD COIL BIND SPRING RATE

86 CAR CRAFT SEPTEMBER 2014

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Who: Al Andrews What: Chevrolet Caprice 1A2 Where: Levittown, PA Why: Al’s been sending periodic emails expressing appreciation for articles we do featuring fullsized cars. A fan himself, he drives this Caprice wagon, which is interesting because it’s equipped with RPO code 1A2, the

special service package fleet use. Though not quite the same as Chevrolet’s 9C1 police package for Caprice sedans, the wagons were marketed to police departments as people and gear haulers rather than paddy wagons. They’re rare, too, with fewer than 1,000 produced in the LT1 years: ’94 to ’96.

Who: Dave Murie What: ’79 Lincoln Mk V Where: Collingwood, Ontario Why: Dave’s buddy, Gary Skelton, actually emailed, saying Dave was too modest to send us pictures of his car. And though Dave is apparently a mellow dude all around, Gary described a Dr. Jekyll and Mr. Hyde transformation when Dave gets behind the wheel of his Mark. It’s got a hopped-up 400M and custom-made headers. That and a noisy gear drive tells you this land yacht is about to leave you in the dust.

CRAIGSLIST LOL’S Who: Steve Mitzuk What: A very restorable ’67 Duster Where: Milwaukee, WI Why: Steve was shopping cars on

Craigslist and came across this gem, offering it to us as our next magazine project car. The ad is a complete farce, of course—the Duster didn’t even exist

in ’67, and the ad’s author continues to pile it on: one of seven; no title, and only $9,000. It’s a steal, and too good for CC, maybe.

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WTF? BULLITT MCQUEEN Who: Randy Stuart What: 7-year-old Labrador Retriever Where: White Lake, NC Why: Because we like dogs who like cars here at CC. Randy’s Lab, Bullitt, loves riding in his ’66 Chevrolet Corvair. With a RAJAY turbocharger on the 165ci Flat-6, the air-cooled Chevy is making 220 hp with 10 psi of boost. That will keep Bullitt’s ears flapping in the breeze.

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92 CAR CRAFT SEPTEMBER 2014

MADE IN USA

A view of DFW airport from an Airbus A320.

STEALTHY CELL PHONE PICTURE Who: Scott What: Big-block Chevy Where: Des Moines, IA Why: Scott shot us this picture of the 496 big-block in his ’84 Monte

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Carlo and threatened to inundate us with pictures of Hondas if we didn’t run it, so here you go. Please, no Hondas, Scott, but send a picture of your Chevy and some timeslips if you have any.

The waffle-maker in our Dallas hotel served up an interesting shape. More proof that Texans love Texas.

SEPTEMBER 2014 CARCRAFT.COM 93

WTF?

SAVE ME! Who: Jeffrey Shannon What: ’72 Plymouth Barracuda Where: Lafayette, IN Why: Jeffrey sent us pictures of this

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94 CAR CRAFT SEPTEMBER 2014

A barbeque restaurant in Houston. We ate there, and yup, it was pretty good.

forlorn Plymouth rotting away in a barn near his house. He believes it hasn’t moved from this spot in at least 20 years waiting to be restored.

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Before leaving Houston, we took some time to visit the Space Center. They are in the planning stages of permanently mounting this mockup of the Space Shuttle to one of the retired 747 Shuttle Carrier Aircraft, which would ferry the shuttles to and from Kennedy Space Center.

SEPTEMBER 2014 CARCRAFT.COM 95

WTF? p, you’ve been busy, Matt! ➔Between the SVO and your picku

BURNOUT!!

a wreck on an Edelbrock intake. I bought it as y (sarcasm!) 305 with a 4-bbl carb nast a has It C10. y Chev ’78 my is “This it’s turned into a nice pickup” —Matt Wagg, Bellevue, NE last summer for $325. I rebuilt it and

SEND SMOKE! If we can do this, you can too. Send BURNOUT!! Photos to 831 S. Douglas St., El Segundo, CA 90245 or email it to CarCraft@carcraft.com with a single photo size of at least 1 MB. Then you will live forever.

CAR CRAFT’S SUMMER SHOWS Are you going to be there? We hope so. By the time this issue is on sale, you’ll still have about three weeks to buy your tickets for the Summer Nationals in St. Paul, MN. We’re expecting the biggest crowd within the last decade this year and have an action-packed weekend planned. Check out our Real Street Eliminator competition, the Dyno Challenge, Miss Car Craft contest, Pro Builder Shootout, exciting new models from Chevrolet, awesome food, and acres of muscle cars and fellow enthusiasts.

➔SEND STUFF TO CAR CRAFT!

Send any of your compliments, complaints, random musings, or pet pictures to us. Here’s how: email: CarCraft@carcraft.com online: CarCraft.com social media: Facebook.com/CarCraftMag mail: 831 S. Douglas St., El Segundo, CA 90245 disclaimer: If you can’t write a sentence, don’t worry, we will make your work comprehensible. That includes making up stuff we thought you meant.

96 CAR CRAFT SEPTEMBER 2014

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By Douglas R. Glad / Photo: Car Craft Archives

WASN’T OUR IDEA

If you saw the May ’14 cover of Car Craft, you saw the Dodge Demon project get a panel and lace paintjob. The inspiration for the build has always been race cars from the ’70s. The Colletti Duster, shown here at the ’71 Winternationals, is the archetypal example of the wares sprayed by the fume-sniffing geniuses of the dawning era. The ’70–’76 Duster/Demon/Dart Sport were the ultimate canvass for an endless line and candy strawberry hallucination.

WEIV RAER

CAR CRAFT (ISSN 0008-6010); September 2014, Vol. 62, No. 9. Copyright 2014 by Source Interlink Magazines, LLC. All Rights Reserved. Published monthly by Source Interlink Media, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage Paid at New York, NY, and at additional mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Subscription rates for 1 year (12 issues): U.S., APO, FPO and U.S. Possessions $20.00. Canada $32.00. All other countries $44.00 (for surface mail postage). Payment in advance, U.S. funds only. For subscription inquiries please email carcraft@ emailcustomerservice.com, call 800/800-7697 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. CHANGE OF ADDRESS: Six weeks’ notice is required to change a subscriber’s address. Please give both old and new addresses and label.

98 CAR CRAFT SEPTEMBER 2014

Get The Right Harness For Your Project

19 70 -7 8 C am ar D ir ec t Fi t Ex am ploe Page 18

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