Power & Performance News Fall 2013

EFI: CHOOSING THE RIGHT FUEL SYSTEM

CRUISE NIGHTS AN AMERICAN TRADITION

Latest Forced Induction Cam Secrets Revealed

BILLET PULLEY INSTALL

Axalta: BIRTH OF A COMPANY HP MEETS HIGHER EDUCATION MEGA CLUTCH CLUTCH FOR FOR MEGA MEGA STREET STREET POWER POWER MEGA

PART # PP2013-2

BODYGUARD FOR YOUR CARB

Volume 4, Issue 2

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CONTENTS DEPARTMENTS POWER NEWS

PERFORMANCE VIDEOS

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Must-See Videos for the Performance Fan, Car Geek and Tech-Savvy Gearhead

Website: www.ppndigital.com Facebook: www.facebook.com/ppndigital Twitter: www.twitter.com/ppndigital Youtube: www.powerperformancetv.com

FEATURES CRUISIN’!

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An American Tradition, Car Cruises Let Performance-Minded Enthusiasts Show Off Their Rolling Works of Art

GETTING THE MOST OUT OF YOUR BOOST

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Latest Trends In Optimizing Camshafts for Forced Induction

AXALTA COATING SYSTEMS

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A New Company Is Born, While Retaining 90-Plus Years of Experience

BODYGUARD FOR YOUR CARB

MEGA CLUTCH:

Quarter Master’s New Optimum-SR Line of High-Performance Clutches

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Modern Fuel Blends Containing Ethanol Are Eating Classic Cars From the Inside Out— Here’s What You Can Do to Protect Yours

M&H RACEMASTER— WINNING RACES SINCE 1954

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The Spirit of Innovation Continues Today

HORSEPOWER MEETS HIGHER EDUCATION

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SELLING ALUMINUM RADIATORS

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Making Direct-Fit, Universal and Custom Radiators Work for Your Business

SOLVING PROBLEMS

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55-Plus Years of Family Business at Steele Rubber Products

READY TO ROLL

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Tips to Prepare Your Classic Car for Cruising

The COMP Performance Group Engineering Department Relies on the Diverse Backgrounds of Its Staff to Utilize a Systems Approach

TECHNICAL FUEL SYSTEM TIPS

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Choosing the Right Fuel Pump Setup for Your EFI System

EDDIE MOTORSPORTS

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Easy-to-Install Serpentine Belt System

LME ENGINE BUILD: PART 2

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Wrapping Up the RHS-Backed, 720HP LSX 502

SETTING IT STRAIGHT

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POWER & PERFORMANCE NEWS

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When Choosing a System Is Better Than Just Spending Big Bucks

MEGA CLUTCH FOR MEGA POWER

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Quarter Master’s New Optimum-SR Line of High-Performance Clutches Raises the Bar on Performance

UNDERSTANDING SWAY BARS

Answers to Hypertech Tuning Questions Typically Asked at a Tech Help Line

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FLAT TAPPET = FLAT OUT

A Well-Designed Tubular Sway Bar Package Is an Easy Way to Improve Handling

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DRIVETRAIN TECH TCI Helps Street/Strip Enthusiasts Understand Drivetrain Technology

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PRODUCT SPOTLIGHTS

EDDIE MOTORSPORTS: EASY-TO-INSTALL SERPENTINE BELT SYSTEM

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M&H RACEMASTER: THE SPIRIT OF INNOVATION CONTINUES TODAY

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AXALTA COATING SYSTEMS COKER TIRE COMPANY COMP CAMS DRIVEN RACING OIL EDDIE MOTORSPORTS FAST FLEX-A-LITE HYPERTECH INGLESE LUNATI QUARTER MASTER RACING HEAD SERVICE STEELE RUBBER PRODUCTS TCI AUTO ZEX

56 54 48 58 62 64 50 52 67 66 68 65 60 59 68

FLEX-A-LITE:

MAKING DIRECT-FIT RADIATORS WORK FOR YOUR BUSINESS

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cruisin':

PERFORMANCE Enthusiasts Show Off Their Rolling WORKS OF Art

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POWER

NEWS DON HESS, JR. WINS $10,000

IN COMP PERFORMANCE GROUP PRODUCTS ON THE 2013 HOT ROD POWER TOUR

Long Hauler Don Hess, Jr. won $10,000 in COMP Performance Group products for promoting COMP Cams on his 1965 Ford Raven during the Hot Rod Power Tour.

After a wildly successful inaugural campaign in 2012, the COMP Performance Group (CPG) Golden Ticket contest returned to Hot Rod Power Tour for 2013. CPG upped the ante and doubled the prize this year, with a $10,000 product certificate up for grabs for Long Haulers.

CPG staff scoured the grounds at each Power Tour stop looking for individuals supporting and promoting COMP Performance Group brands. Individuals wrapped cars, wore sandwich boards, built makeshift displays and much more in an attempt to receive a coveted ticket. In all, 14 out of a possible 25 Golden Tickets were distributed.

During the drawing on the FAST Main Stage at zMax Dragway in Charlotte, Don Hess, Jr.’s name was pulled to take home the big check for $10,000 worth of CPG products.

Don, a resident of Geneva, Florida, drove a 1965 Ford Raven during this year’s weeklong trek covering five states and 1,400 miles. He vinyl-wrapped the rear windows of his car with the words “Delivering Horsepower Since 1976,” and integrated an enlarged COMP Cams decal. A serious car collector, Hess plans to use the certificate to install several FAST EZ-EFI 2.0 Fuel Injection Systems on his various rides.

summer fun Looking for something cool to do this summer? Going to be anywhere near Lincoln, Nebraska? The Museum of American Speed in Lincoln is a non-profit corporation founded in 1992 by “Speedy” Bill and Joyce Smith. This 135,000-sq-ft museum was formed to present a continuous chronology of automotive racing engine and speed equipment development—and

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POWER & PERFORMANCE NEWS

also to preserve, interpret and display items significant in racing and automotive history.

The collection is a result of the Smiths’ personal involvement in racing and hot rodding, and their lifelong passion for collecting and preserving racing and automotive history. Get more info at www.museumofamericanspeed.com.

POWER

NEWS BIG RIG, BIG POWER Mike Ryan is well known as a stunt driver, but he’s also an accomplished semi-truck racer.

Yes, we’re talking big rigs here. His latest passion is to get up the 156 turns of the Pikes Peak faster than anyone else in a big rig—he is, in fact, faster than a lot of purpose-built racecars. But then again, this is a purpose-built racer, too.

The engine was moved back six feet for better weight balance, and the Detroit Diesel DD60 straight-six engine is far from stock.

Ryan paired with famed diesel-tuning guru Gale Banks to put a supercharger/turbocharger combination in the rig. The 8.3-liter Lysholm compressor really helps things spool up. To control all the heat that is built up in the system, Banks added water-methanol injection at various points. The estimated horsepower is just under 2,500. Torque is somewhere around 5,000. The results at this year’s event weren’t record-breaking due to wet pavement after lots of rain.

HOW DID MASKING TAPE GET SO COMPLICATED?

Meet 3M’s next innovation: simplification. With the plethora of masking-tape options on the market, it was time for 3M to make masking tape simple. Maskingtape products often look the same, but are used for very different applications. The company launched a new industrial lineup of five “go to” masking tapes, called Masking Made Simple, with products ranging from 101+ to 501+ engineered to perform in the majority of industrial masking applications, and designed to simply help customers choose the right level of performance for their jobs.

Seems to us that all you need to know when you’re painting your car is to pick out the high-performance green masking tape 401+ and you’re ready to go!

POWER & PERFORMANCE NEWS MAGAZINE Publisher ......................... David Leach

Editorial Contributing Editors KATE CARPENTER, STEPHEN K. ANDERSON Managing Editor.............. Jennifer McGauley Contributors kate carpenter dan hodgdon jeff huneycutt Evan McCarley cole quinnell

Advertising Manager ........................... David Leach

Art MATT RUST

Power & Performance News Online Online Editor.................... DAN HODGDON SOCIAL MEDIA...................... dan hodgdon Power & Performance News® is published quarterly in the interest and growth of high-performance aftermarket products and services. The magazine consists of dedicated information from participating partner companies with the mission of disseminating unfiltered editorial on companies, products and services directly to the targeted audience of the automotive enthusiast.

Each quarterly publication is dedicated to a market segment theme of street performance, circle track racing, drag racing and street rods & muscle cars. Editorial and advertisements for each issue originate from partner companies participating in the magazine.

Power & Performance® News is a hybrid of digital online publication as well as quarterly print media. Magazine distribution occurs through selected placement of the publishing company and the internal methods chosen by partner companies.

No part of this magazine may be reproduced without written consent of the publisher. All rights reserved. Printed in the USA.

Want more?

www.PPNdigital.com PPNDIGITAL.COM

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POWER

NEWS

BLACK DIESEL

The news that Ram will finally offer an optional light-duty diesel engine in the company’s 2014 half-ton pickup seems to be well received. After years of on-again, off-again promises, the $2,850 upgrade should prove popular. Ram will also offer a new, optional

DON’T DRINK AND DRIVE

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POWER & PERFORMANCE NEWS

6.4-liter V-8 engine for its 2014 heavy-duty pickup. Shown here is the new trim level available in the 2013 model year, the Black Express.

We’d like to see the diesel engine in the Black Express—that would be a nice combination!

Miller Lite and Ford Motor Company have a summer sweepstakes to reward consumers for being responsible and pledging to never drive drunk. Consumers who take a pledge to be a designated driver will be offered the opportunity to enter to win a 2013 Ford Fusion SE. The prize will be delivered personally by reigning Sprint Cup champion Brad Keselowski, who drives the Miller Lite No. 2 Blue Deuce Ford Fusion.

“Since Miller Lite teamed with NASCAR to bring responsibility to the track, thousands of fans have pledged to never drive drunk, and now we’re rewarding them in a big way,” said Ryan Reis, senior director of brand marketing for Miller Lite. “We encourage fans to plan ahead for their Miller Time by designating a driver. We are excited to reward one lucky fan with a brand new Ford Fusion SE.” You can enter to win a 2013 Ford Fusion SE by logging on to www.

MillerLiteResponsibility.com and taking the pledge. The winner will be announced at the end of the NASCAR Chase for the Sprint Cup and will be presented with the car in early December.

Get Serious About Making

POWER

NEWS

Big LS HP

GM HERITAGE CENTER The GM North American Heritage Collection in Sterling Heights, Michigan, is made up of approximately 600 cars and trucks.

Concept cars and special-interest styling/performance one-offs are part of the mix, along with significant racecars and milestone production vehicles. Many reflect GM’s industry firsts, such as the first electric self-starter, used on the 1912 Cadillac, the first production V-8 that powered the 1915 Cadillac, and the first air bag, found on 1974 Buick, Cadillac and Oldsmobile models. Others are technological experiments such as the first American gas turbinepowered car, Firebird 1, or the world’s first hydrogen-fuel-cell-powered vehicle, the 1966 Electro-van.

The GM Heritage Collection is ever-changing. New vehicles are constantly being obtained to fully represent GM’s product story of the past 100-plus years. The GM Heritage Center also houses a massive collection of archived documents, artifacts and assorted automobilia. From original brochures, manuals and build sheets, to rare examples of badging and signage, this unique and growing repository reflects the historical accomplishments upon which GM is building its future.

Not open to the public, the collection is available to GM insiders and outside groups through group tours. In a car club? Why not get a tour arranged? E-mail them at gmhc@gm.com. See more at www.gmheritagecenter.com.

INGLESE LAUNCHES REDESIGNED WEBSITE

If You’ve Got An LS, We’ve Got A FASTer Intake For You LSXR™ and LSXRT™ 102mm Intake Manifolds offer bolt-on gains of up to 36 RWHP. Replacing the original LSX™, the LSXR™ is available for cathedral and rectangle port LS1/2/3/6/7, Gen III and IV engines. The LSXRT™ fits Gen III cathedral port truck and race engines where hood clearance permits. These 102mm intake manifolds are made from an advanced polymer that reduces weight, increases strength and retains less heat than aluminum to produce a denser intake charge. Less restrictive removable runners enable effortless porting and port matching. Larger air inlets increase flow to deliver significant increases in horsepower and torque.

Multi-layer modular design allows for easy disassembly and porting

section allows users to download the latest promotional material, while a photo gallery and “Latest Video” area on the homepage let you see the finished product in action.

Finally, a Wishlist feature allows visitors to save items for future purchase, and a secure checkout system means that you can shop at www.inglese.com in confidence 24 hours a day, seven days a week.

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Proven HP gains for stock engines & bigger gains on modified engines Fits FAST™ Big Mouth 102mm or any 90mm or 92mm throttle bodies Join Us:

8858b

The Inglese website recently received a makeover, making it easier than ever to purchase the induction system of your dreams.

Inglese has always been known for its exotic and classy carburetor and fuel injection systems. Now the induction jeweler has a website to match, as the newly updated www.inglese.com features an easyto-use interface that makes shopping for world-class induction a breeze.

An extensive “Products” section includes everything from full induction systems to Weber camshafts, intake manifolds, linkage kits and much more. Each product page is accompanied by a detailed description and photograph. The site’s “What’s New” area contains the latest press releases and news from Inglese, and the “Information” tab consists of sections focusing on company history, tech support, tips & FAQs, instructions and policies. A “Catalog”

Airflow Technology

EFI HELP™ 1.877.334.8355 WWW.FUELAIRSPARK.COM

PE RFOR MA N CE

VIDEOS

MUST-SEE VIDEOS FOR THE PERFORMANCE FAN, CAR GEEK AND TECH-SAVY GEARHEAD

NEW TO QR CODES? It’s easy! You will need a smart phone or other scanning device. Simply download a QR-Code Reader App on your phone and then scan the code to send your phone’s web-browser to the link.

We’ve also printed the URL if you like to type.

SMOKIN’ 40s

Everyone knows diesel pickups can be built to have a tremendous amount of power. But it still causes us to pause when one of these beasts spins a set of 40-inch tires as if it’s no big deal. This video features Jason Arce and his 2002 Chevy with compound turbos. http://youtu.be/wRmP_pkVMFc

SHORT FILM CAPTURES BAJA 1000

Azuñia Tequila and Mad Media filmed during the historic four-day race of the 2013 General Tire NORRA Mexican 1000, and the result is the release of the short film “1971.” The film captures the escapades of two teams, the 1971 “Snortin Nortin” Chevy Nova and the 1957 “Rippin Rooster” Chevy Bel Air. Racing, carnage, random acts—this short has it all.

Azuñia Tequila launched this “1971” teaser with the full 12-minute short film releasing soon. The short encapsulates the adventures

of the two teams as they take on the treacherous Mexican Baja peninsula. “Off-road racing is one of the core pillars of the Azuñia brand,” said Jim Riley, CEO, Azuñia. “The NORRA Mexican 1000 is Gumball meets the wild west of Baja. We wanted to capture all the imagery, randomness and shenanigans during the race for everyone to enjoy.” http://www.youtube.com/watch?v=YAgzES6SIOI

PARACHUTE SAVE AT KING OF THE STREETS

A 1,500HP twin-turbo Fox body matches up against a nitrous Camaro as they both dance down the un-prepped track at the King of the Streets Summer Race. If you don’t watch it, it’s worth it just to listen. http://youtu.be/TVuXy5n-oaw

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POWER & PERFORMANCE NEWS

HORSEPOWER ONLINE/PERFORMANCE VIDEOS

NEW ENGLAND NATS

HEIDTS PERFORMANCE CAR CHALLENGE

It has been a long time

This video checks out

since the NHRA had a national event in New England. While New England Dragway (located just outside Manchester, New Hampshire) has had both AHRA and IHRA events, the fans had never seen anything like the New England Nationals held recently. It took 10 years of behind-the-scenes work to get the NHRA into New England, and all signs indicate it was a rousing success. Having the Mello Yellow Drag Racing Series in town congested everything, everywhere—and the locals loved it.

this year’s Heidts Performance Car Challenge held at the Autobahn Automotive Country Club in Joliet, Illinois. Hosted by the American Street Car Series team, the HPCC featured three different events for competitors to put their rides to the test. The Wilwood Speed Stop Challenge, The Jet Hot Autocross, and the Heidts Road Course all tested the best drivers and the best cars from coast to coast. It was an action-packed weekend, and this video offers a good look at the action. For more information, check out www.Heidts.com and mark your calendars to be a part of next year’s HPCC event.

http://youtu.be/MwAY8XVS498

http://youtu.be/OM0qJYWW-Do

6-PACK ’CUDA

Every muscle car enthusiast has that one experience that has helped

FIRE DRIFT

What do you get when you mix a Formula Drift superstar, crazy obstacles and fiery explosions? How about the first-ever Fire Drift. The time has come to turn up the heat. Watch as Vaughn Gittin Jr. drifts his 2014 Monster Energy Nitto Tire Ford Mustang RTR, with the most intense obstacles he has ever faced.

define the way in which they view the automobile. For Northern California’s John Cross, that experience was riding in the back of his cousin’s 1970 440 6-Pack Plymouth ’Cuda when he was a kid. It was a car that provided him with memories, stories and, of course, a goal—to one day own the very car that got his engine running all those years ago. It’s now 42 years after that first faithful ride in the very ’Cuda you’re about to see. This time, however, it resides in John’s garage, not his cousin’s, which can mean only one thing— sometimes dreams do come true.

http://youtu.be/5wbkQY9r818

http://youtu.be/VzHxZ2f7HwY

SNAKE & MONGOOSE, THE MOVIE

“Snake & Mongoose” depicts one of the greatest rivalries in National Hot Rod Association (NHRA) history, and the groundbreaking accomplishments of Don “the Snake” Prudhomme (Jesse Williams) and Tom “the Mongoose” McEwen (Richard Blake) in all of drag racing, sports marketing, and sponsorships such as Hot Wheels. Watch the trailer here, and see other clips from the movie at www.snakeandmongoosemovie.com. http://youtu.be/6VMHR8leKoY PPNDIGITAL.COM

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HORSEPOWER ONLINE/PERFORMANCE VIDEOS

BILLET BLOCK HEMI

Any gearhead will salivate while watching this video of a 2,500HP billet block 572 NRE Hemi engine. This engine is oneof-a-kind. We learn from NRE’s Tom Nelson how this Hemi was made from CAD designs. A short look at the patented symmetrical mirror image turbo development is shown, too. For more information about NRE products, go to nelsonracingengines.com. http://youtu.be/cpDSvdLRODo

JEFF GORDON AT THE NY STOCK EXCHANGE HOW TO CHOOSE AN ELECTRIC FAN

Flex-a-lite President and owner Lisa Chissus explains how to choose the best electric fan for your car or 4x4 and some important differences in performance electric fans for automotive applications. The video has a good demonstration of what kind of measurements you will need when you are choosing your fan.

Axalta Coating Systems signed a sponsorship extension of the No. 24 car and driver Jeff Gordon through 2016. This video shows the first unveiling of the new paint scheme and features Gordon talking about the sponsorship, his input in the design, and even a little bit about his stock holdings.

http://www.youtube.com/watch?v=--vlSPJ8xoA&feature=share&list=UULFXVxKZAdv-D5t6rhHKE3g

VINTAGE ’60S DRAG RACING

Not much tech information is included in this video, since it was aimed at neophytes, but it sure is fun to watch. Especially when Bill “Grumpy” Jenkins makes an appearance, or the in-car footage with Dave Strickler taking the AF/X crown. http://youtu.be/uyU-M0Pw51o

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POWER & PERFORMANCE NEWS

http://youtu.be/PQ81-LZCzss

Get More Power From Your GM LS New VaLVe TraiN UPgradeS From ComP CamS® oFFer TrUSTed QUaLiTy & maximUm horSePower iNCreaSeS

DODGE CHALLENGER DYNO RUN

Hypertech puts a Dodge Challenger on the dyno with Interceptor Tuning and shows how it can add up to 8 HP and 9 lb-ft of torque and improve the throttle response for quicker acceleration. The Interceptor automatically re-tunes for regular or premium fuel, and installs easily with factory-style connectors (no splicing). The Interceptor is also tuned to maximize the performance of your bolt-on mods such as air intakes and exhaust systems. PN 705007 is now available for RWD 3.6L applications.

http://www.youtube.com/watch?v=6a1Akyhkmqc&feature=share&list=UUDxko0dsIPJtwlGn84QHcxw

LS Non-Adjustable Ultra-Gold™ ARC Series Aluminum Rocker Arms Why you Need It these pedestal-mount rocker arms are offered in 1.72 and 1.82 ratios, with the 1.82 option providing a convenient way of increasing valve lift without having to undergo a full cam swap. the rockers include pedestal mounts & bolts.

What Makes It Better

A cNc-extruded body provides increased strength and stiffness. the roller tip is an upgrade over the stock slider, while a larger-than-stock billet trunnion package features captured needle bearings to help prevent failure.

GM LS Dual Valve Spring Kits Why you Need It

this valve spring assembly delivers superior strength, durability and valve train stability, no matter the application. Kits are designed for hydraulic roller & some solid roller cams.

What Makes It Better

the dual spring design creates a stronger valve spring that can easily handle the increased lift found in extreme-stress applications. Matched valve springs, titanium or tool steel retainers, locks, seals & seats are included.

OtHER POPuLAR LS AccESSORIES STEELE RUBBER PRODUCTS

Here’s an inside look at the company history and how rubber products are made at Steele Rubber. A local, family business in Denver, North Carolina, Steele Rubber Products has been making door seals for more than 55 years, and some of the employees have been there nearly that long.

#5496 #5461

#5462

Three-Bolt Cam Lock Plate

LS Timing Cover

LS Valve Spring Compressor

An innovative and easy-to-install design prevents cam bolts from backing out of the engine at any RPM level or load in GM Gen III/IV LS applications.

Fits OEM and aftermarket GM LSbased blocks, including the RHS® LS Race Block. A unique design allows it to work with both front and rear cam sensor LS engines.

Enables the easy removal of one or two valve springs at a time, without first having to remove the rocker stand or any of the other installed rocker arms.

Engineered To Finish First.

COMPCAMS.COM • CAM HELP ® 1.800.999.0853

9246z

http://youtu.be/o6ZkURLKavw

STORY AND PHOTOS BY KATE CARPENTER

CRUISIN’!

The famous Bob’s Big Boy cruise night doesn’t limit cars or trucks to a specific year. Just bring your vehicle. People move in and out all night, so there’s always a place to park if you’re patient.

CAR CRUISES ARE DESIGNED TO PROVIDE PERFORMANCE-MINDED ENTHUSIASTS A PLACE TO SHOW OFF THEIR ROLLING WORKS OF ART In the ’50s and ’60s, car culture really took off as drive-in movie theaters and drive-in restaurants became the norm. Driving was cool, and if you had a nice car, it was even better. Hot rods and muscle cars ruled the roost, and movies such as “American Graffiti” and “Van Nuys Blvd.” further reinforced the ideals of living a life on four wheels.

Nostalgia for the good ol’ days has spawned many cruise nights around the country, and some have been elevated to legendary status. Cruise nights are a different animal compared to car shows. While some will inevitably park their cars, the real reason for going to a cruise night is to drive your car there, drive it up and down the main drag for all to see, and drive it home. Oh, sure, there will be some cars at a cruise night that are impractical to drive on the highway, but the tone and tenor of the event are all about getting out there and DRIVING your car.

Van Nuys Boulevard in Van Nuys, California, had an extremely popular Wednesday night cruise that lasted from the ’50s to the ’70s. This was the inspiration for the 1979 movie “Van Nuys Blvd.” But before the ’70s were over, the police shut things down. Still, the legend lives on.

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POWER & PERFORMANCE NEWS

And it can’t hurt to drive up and down the boulevard a few times and be nostalgic.

Cruising has been going on about as long as cars have been rolling down the dusty streets. McMinnville, Oregon, claims to have been the first place for automobile cruising in 1903 when a future bank owner drove his new car up and down the area called “the Gut” for no particular reason (although we all know he was showing off). The city council soon banned him from cruising because someone claimed he scared their horse. And the relationship between cruising and the authorities has gone back and forth ever since.

McMinnville’s cruise nights in the ’60s, ’70s and ’80s grew in size until they were banned in 1988. Recently, the advent of social media brought together a whole bunch of people who remembered how much fun they had, and “Dragging the Gut” was relaunched to wild success.

There are hundreds of local cruises across the country (just Google it!), and they all rely on a small group of individuals who have convinced the local authorities and the businesses in the area that a cruise would

be good for the city, and good for business.

That’s why, when you cruise, you should pay attention to who sponsors the event and eat at the restaurants that generously offer up their parking lots to cruise attendees.

Show up at the Friday night cruise at Bob’s Big Boy in Burbank, California, and you just might find yourself talking cars with Jay Leno. Or Bono. This is the oldest remaining Bob’s Big Boy in the country, built in 1949. It was refurbished in 1993, and carhop service is offered on Saturday and Sunday nights. Lots of automotive industry and car magazine editors hang out here, too.

Back in 2000, a small group talked to the Downtown Business Association in Escondido, California, and convinced them that a cruise night on Grand Avenue would not degenerate into a rowdy crowd looking for trouble. Since the first event, Cruisin’ Grand has developed into a “can't miss” Friday night from April through September. Theme nights at Cruisin’ Grand have become very popular, with muscle cars, Deuces, customs…and the most popular—NITRO NIGHT! Yes, in 2013 there were 23 dragsters, Funny Cars and even drag boats on the main drag of Escondido, and attendees included Don Prudhomme, Tommy Ivo, Randy Walls and about 50,000 other people. The sight of two nitro-burning, frontengine dragsters rolling down Grand Avenue brought tears to some eyes.

But even Cruisin’ Grand can’t lay claim to the biggest cruise night. Each year on the third Saturday in August, the Woodward Dream Cruise is an affair that brings together an unbelievable collection of cool cars. This not-to-be-missed event started in 1995 as a way to raise money for a soccer field in Ferndale, Michigan. Expecting as many as 25,000 cars for this re-creation of the nostalgic heydays of the ’50s and ’60s when Motor City steel cruised Woodward Avenue (America’s first highway, they claim), at least 10 times that many showed up. Fast-forward to today and you can expect 1.5 million people to be there gawking at 40,000plus classic cars from as far away as Japan, Australia, New Zealand and even the former Soviet Union. The cruise goes through eight cities in Michigan.

Some cruises don’t just go up and down the street—they actually go from point A to point B. The Goodguys Rod & Custom Association has several cruises each year based on its show schedule. You can cruise from the Goodguys home offices in Pleasanton, California, to Ft. Worth, Texas, for example, and then have a special parking spot reserved for you at the show.

Here’s the itinerary for this year’s Goodguys September cruise: • Start Your Engines, Day 1 — Friday, September 27 Meet at 11 a.m. for lunch (provided) at Goodguys • Day 2 — Saturday, September 28: Salinas, CA to Bakersfield, CA • Day 3 — Sunday, September 29: Bakersfield, CA to Lake Havasu City, AZ • Day 4 — Monday, September 30: Lake Havasu City, AZ to Globe, AZ • Day 5 — Tuesday, October 1: Globe, AZ to Albuquerque, NM • Day 6 — Wednesday, October 2: Albuquerque, NM to Amarillo, TX • Day 7 — Thursday, October 3: Amarillo, TX to Fort Worth, TX • Friday, October 4: Special Parking at the Goodguys 21st Lone Star Nationals Event An even bigger cross-country event is the formidable Hot Rod Power Tour, which began in 1995 when some of the Hot Rod magazine staff members decided to drive their project vehicles cross-country from California to Ohio.

Thousands of people showed up and joined the caravan for portions of the trip. Seven hardy people were there for every mile, and they were dubbed the “Long Hauler Gang.” The event has grown every year, and now it’s a lot like a traveling circus. As the swarm of cars descends on each nightly stop, it’s like the best car show the locals have ever seen, along with vendors set up showing off their wares. This year’s event started in Arlington, Texas, and ended in North Concord, North Carolina, making stops in Arkansas, Tennessee and Alabama along the way. Each year starts and stops in a different

location, and the waypoints along the route offer some unique opportunities (including visiting Coker Tire or Kicker Performance Audio, for example).

Not to be lost in all of this excitement about cruising is the fact that the cars are the stars— the bolder the better. Got a ’32 roadster? Perfect.

Running a Mopar with a Hemi? Love it. Put a 500HP diesel engine in your ’65 pickup?

You’ll fit right in. Stock cars, while not exactly unwelcome, just don’t fit.

Cruising is the place to show off your automotive-building capabilities. Aftermarket parts such as wheels and tires, billet grilles, lift or lowering kits, intake and exhaust components, or even a lopey camshaft, are all the kind of things your car should have to stand out in the crowd.

The best part about any cruise night is actually driving your car up and down the street to see and be seen.

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Taking friends along for the ride is a time-honored tradition.

You can’t go to a cruise night with an unmodified car—

You never know what you might see at a cruise night.

Some cruise nights have plenty of parking for those who want to pop the hood and talk cars.

You don’t have to have an engine like this at the local cruise night…but it sure does draw attention!

TOP CRUISES YOU SHOULD GO TO • Woodward Dream Cruise — Ferndale, MI • Van Nuys Blvd. — Van Nuys, CA • Cruisin’ Grand — Escondido, CA • Bob’s Big Boy — Burbank, CA • Hot August Nights — Reno, NV • Hot Rod Power Tour — Various cities and states • Goodguys Rod & Custom Association —Various cities and states

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POWER & PERFORMANCE NEWS

it wouldn’t be dignified!

A steady stream of spectators walking up and down the street adds to the fun. Lots of questions get asked and answered at a cruise night.

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WE NEED RULES! Because the life of any car cruise is always a tenuous one, there are some rules that should be laid down and followed by all to ensure the future success of the event: 1. No burnouts unless there is an event-sponsored burnout contest.

2. No racing from light to light. Normal road rules still apply to you and everyone else there.

3. No fighting. Just don’t bring any form of anger to a cruise night.

4. No alcohol or drugs. Why should a cruise be any different than normal driving?

5. No open exhaust or extremely loud stereos. Be a good neighbor.

6. Don’t litter. Put trash in a trashcan.

7. Buy food or products from the sponsors. They are helping ensure that the cruise continues.

8. Find out what the local rules are, and follow them!

9. Your car must be street legal and in good operating condition.

10. Wear your seatbelt.

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POWER & PERFORMANCE NEWS

Keeping Muscle cars On the ROad with bias ply & radial tires Wheels Too!

Tires: BFGoodrich Radial T/A 225/70R15 Wheels: Mopar Rallye 15x7

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GET THE MOST OUT OF YOUR BOOST LATEST TRENDS IN OPTIMIZING CAMSHAFTS FOR FORCED INDUCTION

From turbo-equipped OEM vehicles straight off the showroom floor, to hot rods and muscle cars featuring huge aftermarket blowers, boost is one of the most popular ways to make added horsepower. Using information provided by Billy Godbold, Valve Train Engineering Group Leader at COMP Cams, we will explain the variety of forced induction systems currently available and the types of camshafts best suited to each type of boosted application.

COMP has part-numbered forced induction cams in stock for most engines, along with a wide variety of custom grind options.

The goal of all boost systems is to get as much air-fuel charge as possible into the chamber by the time the intake valve closes, thus avoiding huge exhaust pumping losses. Engines are all basically air pumps. With turbo systems, it is important to make sure the air is going in the correct direction at intake opening. The current availability of a combination of better exhaust housings, wheels, ball bearing designs and super-efficient turbines has made that far easier than even a few years ago.

On turbo as well as blower systems, it is important to consider the strengths and weaknesses of each forced induction system.

Then the cam may be chosen based on that system’s performance level and features. A variety of cams are available for a wide range of applications, but here, for simplicity, we will primarily compare the various features of LS-style cams.

These are the five most common subgroups of forced induction cams:

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POWER & PERFORMANCE NEWS

1) Race Turbo Systems

backpressure very close to boost in mid- to upper-RPM range In these applications, the cams look very much like those found in normally aspirated (N/A) engines, except they are generally slightly smaller, since they are moving much denser air, thereby greatly improving mass flow at similar or slower velocities than N/A. In all cases of forced induction, it is not necessary to rely on piston movement to start drawing the intake charge. In good turbo systems, if the boost is greater than the backpressure at the exhaust valve, the intake charge will move in as soon as the intake opens. Overlap may waste significant air going through the chamber, but if the turbo compressor is oversized compared to power requirement, then trading efficiency for power can be an advantage. It is common to see turbo race cams in the mid 260s or larger duration at 0.050-inch lift on rather tight lobe separation angles (such as 114), with even larger exhaust lobes if the exhaust turbine side is very good. The same N/A engine would probably have about 10-15 degrees larger duration on the intake lobe for the same RPM, and the exhaust split on a race turbo is most closely related to backpressure, whereas in N/A engines it will depend mostly on exhaust/intake flow percentage.

Because of these variances, and the type of racing these cams are being used for, racers will often specially order a custom grind cam for these systems.

2) Street Turbo Systems

backpressure above boost in mid- to upper-RPM range

In good street turbo systems, the cam durations are trending larger, while the lobe separation angles (LSA) are trending narrower. It is a good idea to go a bit small on cam—at low RPM there will be both low boost and low backpressure. If the engine can be cammed to be very responsive at low to mid-RPM if it were N/A, boost at higher RPM can be used to extend the power range and make the huge power numbers often achieved with turbo engines. Most street turbo systems are partial to hydraulic roller cams with intake profiles in the low 220s to high 230s at 0.050-inch lift—depending upon RPM. Again, higher backpressure systems like smaller exhaust lobes and wider LSA than low backpressure systems. Basically, if the backpressure is ever higher than the boost amount, the overlap needs to be limited significantly.

A good example of a Street Remote or Rear Mount Turbo camshaft is the Remote Mount LSR Turbo. This is a street/strip hydraulic roller that features good responsiveness and excellent power when used with a remote mount turbo system.

3) Large Positive Displacement Race Blower Systems great airflow capacity relative to engine displacement

When NHRA Fuel cars run on Friday night, a large volume of air and nitro is pumped straight through the engine and out of the pipes before the next exhaust opening ignites the mixture. It is quite a dramatic effect for spectators, both visually and acoustically. This type of cam is not just applicable for Fuel cars, but really for any positive displacement application where mileage is not a concern and the blower size is not the major limiting factor on power. In NHRA Stock and Super Stock classes, the 4V Ford Mod may be run with two different positive displacement blowers. With the small blower, the best cams are roughly 16 degrees smaller than those used with the large blower. However, the large blower cams are typically installed on much tighter centerlines. The two applications have the same block and heads and run roughly the same RPM. But when the blower size is limited, racers are forced to be much more conservative with the air, and hence they run almost identical exhaust opening and intake closing, but FAR less overlap.

Here is another case where rules and applications are the main variables to contend with, making a custom grind the best option for racers.

4) Smaller Positive Displacement Street Blower Systems blower airflow is the main limit to power

On most positive displacement blowers, the manufacturer can tell the user how much air a blower will flow at a certain boost and how much power it can support. If the blower will support 1,500 HP but one only wants to make 750 HP (to save bottom end or for other reasons), it is possible to be pretty wild with the cam and have almost zero negative performance repercussions (aside from mileage). Positive displacement blower engines designed for the street tend to make a great deal of lowend torque due to the nature of the boost curve. However, they can fall off at high RPM if exhaust and intake pumping losses are allowed to build with a late exhaust open and early intake close. Therefore, the bigger cams tend to make great power, but it is necessary to pay attention to overlap if the blower flow is limited.

The LSR Roots Blower cam is a perfect choice for these types of street systems, as it takes into account all of the aforementioned engine characteristics. A hydraulic roller, it is the best option for street/strip applications equipped with a Roots-type supercharger.

5) Centrifugal Blower Systems

make the greatest amount of boost at mid- to upper-RPM range These systems are incredibly efficient at high RPM, but provide little boost in the mid- to low-RPM range. More like the street turbo system, the cam should be selected to provide good power, even when used in a normally aspirated application in the low engine speed or launch RPM category. Often, wider LSA and large exhaust lobes are seen on centrifugal systems. This is because exhaust pumping losses can limit performance at high RPM if the engine is fighting too hard to push out the exhaust once the centrifugal blower has reached its ideal high-RPM window. Overlap effect vs. airflow is almost identical to a positive displacement system. The main change seen on the centrifugal cams is an earlier intake closing to make the low-RPM torque.

Aptly named LSR Centrifugal Blower cams are designed to make

strong power when used with one of these systems, and are available for both street and race applications.

These are the most common types of forced induction systems—and the applicable cams. However, due to the number of variables among applications, it is always best to consult a tech before hitting the track or the street with any boosted hot rod.

SOURCE COMP Cams www.compcams.com

(800) 999-0853

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EFI FUEL SYSTEm

TIPS

One of the hottest trends in today’s performance aftermarket is the emergence of self-tuning electronic fuel injection systems.

These cutting-edge carb-to-EFI conversion units provide upgraded performance and improved fuel mileage, all without requiring tuning experience or the use of a laptop.

The fuel system is obviously an integral part of this technology.

After all, regardless of whether an engine is fuel-injected or carbureted, if no fuel is being delivered, the engine won’t run. The fuel pump creates positive pressure in the fuel lines, pushing the gasoline to the engine. For insight into the topic, we consulted with the engineering team at FAST. Since FAST was a pioneer in the self-tuning EFI market, they have learned a great deal about what does and doesn’t work during the time they have spent researching and building these systems. They certainly qualify as experts in this area.

STOP BEFORE YOU BUY A SELF-TUNING EFI SYSTEM, CHOOSE THE RIGHT FUEL SYSTEM SETUP FOR OPTIMUM PERFORMANCE Thinking about EFI? There's lots to consider, but have no fear, we've picked the brains of the experts at FAST to help you understand how to choose the right fuel system setup.

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POWER & PERFORMANCE NEWS

Here, we will explain the differences between in-tank and inline fuel pump setups, highlight a few features that make the in-tank system preferable, and, finally, examine your options when it comes to return-style and returnless fuel pumps.

First, what makes an in-tank system different from an inline system? As the names suggest, an in-tank pump is mounted on the inside of the fuel tank, whereas an inline pump is mounted between the fuel tank and the engine. Although both setups will work with EFI conversions, almost all OEM vehicles now come with in-tank fuel systems. While inline pumps can be easier to install in certain scenarios, they are extremely sensitive to the location where they are mounted. In order to prime the fuel properly, inline pumps must be mounted close to the tank, and lower than the internal pickup.

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An in-tank fuel pump has several benefits. First, being in the fuel tank means the pump is always primed. Second, the fuel in the tank constantly cools the pump, resulting in longer life. Third, pumps work better pushing fuel to the engine compared to sucking it there.

In-tank pumps, on the other hand, do not experience the priming issues that can sometimes occur with inline pumps.

Because they are submerged in fuel, they prime easily and run more quietly. In-tank versions are standard on all late-model cars for multiple reasons, including their robustness and effectiveness, and are required for OEM returnless-style fuel systems. Therefore, it should come as no surprise that FAST engineers recommend in-tank fuel pump setups.

Additionally, the life of an in-tank pump is much longer, as it is cooled by the fuel it sits in, and it is more compatible with EFI fuel pumps, which are much better at pushing fuel than they are at sucking.

Pump performance is also superior with the in-tank option because pushing fuel is more efficient, and the pump will be able to supply more fuel more efficiently.

Another consideration to keep in mind when selecting your fuel system setup is the difference between return-style or returnless-style fuel pumps.

“Return-style” systems, which are the most consistent option in terms of fuel pressure and flow, constantly pump fuel in a circuit, starting at the tank and then up to the engine, and any excess fuel is then returned to the tank. These systems keep the fuel cooler by circulating it out of the hot engine bay and constantly cooling the

fuel pump. This helps prevent a condition known as “vapor lock,” which causes the fuel to boil and creates disruption in the engine.

“Returnless-style” systems, on the other hand, will pump fuel from the tank into the engine but do not return fuel to the tank. With this type of setup, the EFI system controls fuel pressure by operating the pump at different speeds.

Returnless systems can be used with an aftermarket EFI system, but make sure you use an approved fuel pump to do this.

The engineers at FAST, for example, have created a special in-tank pump that works well with an in-tank application in a returnless option. Returnless systems also require a special solid-state relay.

With so many advantages to the in-tank, return-style fuel pump setup, it’s no wonder that FAST engineers recommend this one over all others. So, before you decide on a self-tuning EFI system, make sure you have the right fuel setup for optimum performance.

SOURCE FAST www.fuelairspark.com

(877) 334-8355

Converting your performance car over to EFI doesn't have to be a nightmare. FAST has made it easy. With a returnless-style system, for example, you don't even have to run a line back to the tank.

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POWER & PERFORMANCE NEWS

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25

AXALTA COATING SYSTEMS THE BIRTH OF A NEW COMPANY, WHILE RETAINING 90-PLUS YEARS OF EXPERIENCE When The Carlyle Group purchased DuPont Performance Coatings and changed the name to Axalta Coating Systems, it was more than just a name change. Now operating as an independent company, Axalta Coating Systems can focus entirely on paint and other coatings so customers can expect new and improved products getting to the market faster than ever before.

Scaled to supply the global marketplace (revenues were $4.3 billion in 2012), with 35 manufacturing centers, seven research

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POWER & PERFORMANCE NEWS

and development facilities, and 42 training centers for refinish customers, Axalta has a team of about 12,000 people to supply liquid and powder coatings for four large customer segments around the world: automotive, transportation, general industrial, and architectural/decorative customers. Global brands include: Standox速, Spies Hecker速, Cromax速 Pro and Imron速.

On the automotive side, Axalta supplies coatings to the OEMs and to thousands of body shops around the world. The transportation

industry uses Axalta coatings for heavyduty trucks and bodies, locomotives and rail cars. For the decorative, architectural, general industrial and job-coater segments of the powder coatings market, Axalta Coating Systems’ global brands include: Alesta® Powder Coatings, NAP-GARD® FBE Powder Coatings and ABCITE® Powder Coatings.

So what happens to DuPont Refinish and the recognizable logo? Axalta will continue to use the DuPont branding on some products, but will eventually phase out all references to DuPont, as the company is no longer connected to DuPont in any way.

By January 15, 2015, every packaging label will need to have been redesigned to comply with the U.N.’s Global Harmonization System’s labeling guidelines that are binding on all companies in the chemical industry. Axalta has established a Global Packaging Council that will oversee the process. The Council will ensure the new name and logo (linked with product brand names) are incorporated into new packaging artwork and ensure consistency across markets where appropriate.

Axalta Coating Systems retained all the assets it had as a part of DuPont. The people, products, processes and operations came with the company as part of the sale agreement.

What about the most famous pairing of a fast driver and fast-drying paint in NASCAR history? That relationship has continued, and Axalta Coating Systems will still supply the brilliant colors and exacting paint schemes showcased on the No. 24 Axalta Coating Systems Chevrolet with four-time Cup Series champion Jeff Gordon.

While DuPont built up an excellent reputation in the coatings business, Axalta Coating Systems is now better situated to dominate the industry as the only global company that is 100 percent focused on coatings. Already expanding on the strong foundation, in the first 100 days as an independent company, the Board of Directors of Axalta Coating Systems committed $50 million to invest in China to expand operations in order to supply China’s growing car-manufacturing industry.

When asked where the biggest growth opportunities lie for the company, Axalta Coating Systems execs responded with “virtually every segment we serve and every market we operate in.”

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The best thing about this corporate transformation comes in Axalta’s newfound freedom of innovation, devoid of hierarchy that once stifled development of gamechanging technological advances. New leadership has enabled amazing possibilities already, and it’s no wonder. Just as Axalta’s aggressive approach to market development counters conservative tradition, its dynamic energy empowers special invention, and new products that will brighten our future.

SOURCE AXALTA COATING SYSTEMS www.axaltacoatingsystems.com

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POWER & PERFORMANCE NEWS

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STORY BY Jeff HUNEYCUTT

BODYGUARD FOR

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POWER & PERFORMANCE NEWS

YOUR CARB HERE’S WHAT YOU CAN DO TO PROTECT YOURS As they say, “It’s the things you don’t see that you’ve got to watch out for.”

A few years ago, when ethanol began being blended with gasoline, we were told how it’s good for the environment, how it helps reduce our dependence on foreign oil and how it will benefit the American farmer. After all, in the U.S. ethanol is created from corn, and what could be better than corn, right?

But ethanol also has some very serious drawbacks that weren’t mentioned at the time. Namely, ethanol is hygroscopic, which is just a fancy term meaning that it attracts water. Ethanol exposed to the atmosphere will actually pull the moisture from the air and attach to it. Having water in your fuel system is bad enough on its own, since it is pretty useful at putting out fires instead of helping combustion, but it gets worse. The water and ethanol are actually corrosive to many metals and actively harm components in the typical fuel system. That’s why many auto manufacturers now build and market cars and trucks as “Flex Fuel” vehicles.

That doesn’t just mean that they can burn E15 and E85 ethanol-blended fuels— practically any vehicle can do that—it means that the manufacturer has taken extra steps to protect the fuel system from the harmful effects of ethanol.

So is ethanol really that damaging?

Yes! Consider that most of the gasoline used in the United States is delivered to terminals through pipelines. But the ethanol isn’t blended into the fuel until

later. That’s because the ethanol is so damaging that the pipeline companies won’t allow it into their equipment. They simply don’t want the ethanol eating away their pipes from the inside out.

The same corrosion that damages fuel pipelines happens in your hot rod, classic car and even your daily driver if it was built before 2007 or so. The water and ethanol react to both aluminum and zinc, two of the primary components from which alloy carburetors are made, to eat away the material and leave behind white, scaly deposits. Those deposits create the perfect trifecta of bad: loss of performance, fuel mileage and reliability.

To make things worse, the damage taking place happens unseen inside the fuel system, hidden from you. And the rate of corrosion can also vary depending on a few factors. The big one is how much ethanol is in your fuel. Obviously, E85 (85 percent ethanol) fuel will corrode your fuel system faster than E10 (10 percent ethanol), but neither is good. And it looks as if the percentage of ethanol used in the gasoline you can buy will only be going up. Recently, the United States Supreme Court denied a motion to force the EPA to hold off on bringing E15 to market because it isn’t being properly labeled so that consumers can avoid it. And none other than the American Automobile Association (AAA) says studies have shown that even vehicles rated as E15 compliant can be damaged by the high ethanol content in the fuel. In fact, AAA

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MODERN FUEL BLENDS CONTAINING ETHANOL ARE EATING CLASSIC CARS FROM THE INSIDE OUT

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is warning its members that under no circumstances should they try to use E15 in boats, planes, motorcycles, small engines and older cars because it is so damaging. Unfortunately, it may soon become quite difficult to purchase gasoline that doesn’t have high levels of ethanol.

The second major factor regarding rate of corrosion is how long the car is allowed to sit. Believe it or not, ethanol isn’t as damaging to a daily driver as it is to a car that is driven only occasionally and allowed to sit for long periods. It’s that prolonged contact that can really do the damage. Knowing all this, it’s easy to see that classics, hot rods and other older cars that are normally driven only on weekends and during nice weather are most susceptible to the perils of ethanol. And a car allowed to sit over the winter is especially at risk. Ethanol-blended fuels are also particularly tough on marine, or boat engines, small engines such as lawn mowers and power generators, and motorcycle engines.

Since ethanol began showing up in fuels, a multitude of quick fixes have popped up claiming to cure the problems ethanol creates. All you have to do is make a trip to your closest auto parts store to see the incredible variety of products now on the market. Almost every single one, however, claims to work by changing the fuel, either by somehow “removing water” or as a “fuel stabilizer.” The problem with this method is that by changing the fuel to achieve one goal, the additive may also change it in other ways that you cannot know. The fuel’s octane

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POWER & PERFORMANCE NEWS

may be moved either up or down the scale, the vapor pressure may change, the idle may get rough, or any number of things might change that affect the way the fuel burns. This normally isn’t an issue for your average weed-whacker or low-RPM grocery-getter, but it can harm the performance of a highly tuned engine. Any additive that changes the chemistry of the fuel can affect the proper tune-up for the engine in ways that are very difficult—or even impossible—to predict.

Understanding this, Driven Racing Oil has found an alternative solution to the problem. Driven’s history is in racing, and not just the NASCAR Cup Series. Driven also has extensive experience racing with Sprint Car and Modified teams running methanol alcohol as the fuel, and for years those teams have dealt with the same issues hot rodders are now seeing with ethanol.

Driven’s chemists and engineers know what works and what doesn’t, and its solution to the ethanol issue is a great departure

Driven Racing Oil’s new Carb Defender additive doesn’t affect the fuel but instead creates a sacrificial barrier between the carburetor and the ethanol.

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from the rank-and-file products already on the shelves. Driven Racing Oil’s new Carb Defender additive doesn’t affect the fuel but instead creates a sacrificial barrier between the carburetor (and other fuel system components) and the ethanol.

“We’re racers and engine builders,” explains Driven’s Lake Speed Jr., “so we understand the need for protecting an engine’s performance. When we set about looking for a solution to help engines with ethanol corrosion, we looked to find the right balance. We wanted to provide superior protection without affecting the fuel. Our answer with Carb Defender is actually to create a metal deactivator. The molecules in our additive have what you might call a preference for aluminum, zinc and other materials. It creates a chemical barrier that keeps the fuel from oxidizing with the metal and protects your fuel system without affecting performance.”

Speed says Driven’s research shows that for hot rods or older cars driven fairly regularly, Carb Defender needs to be added to the fuel only every other fill-up or so. But even for a car that’s driven only irregularly—maybe on nice weekends or to the occasional car show—adding a bottle of Carb Defender each time you hit the pumps will still be able to provide proper protection. The tiny 4.5-ounce bottle is highly concentrated, so it can treat a 25-gallon tank without diluting the fuel. It also works as a cleaner to dissolve and break up oxidation deposits; just mix one bottle for every 8 gallons for the first tank and then bring the treatment back down to normal levels.

“At Driven, our primary business is high-performance motor oils, and we’re pretty successful at it,” Speed says. “We saw the ethanol problem from being involved in motorsports ourselves and also from engine builders we work with.

If we thought that there was a viable product already available to help with

While ethanol has been touted as “good for the environment,” it can cause havoc inside your classic car engine. Some areas of the country have no choice in fuel selection. This is an example of what can happen when you don’t protect yourself from ethanol (and the water it attracts).

Carb Defender creates a barrier between the carburetor (and other fuel system components) and the caustic ethanol in modern gasolines—so you won’t ever find your carb looking like this.

the problem, we would have simply told people, ‘Hey, use this.’ But there just wasn’t anything that we thought worked to the standard we thought it should. So that’s why we are producing Carb Defender. Like racers and hot rodders, we’re engine guys first, so we looked for the molecule that fit the problem. Unlike a lot of chemical companies, we didn’t start out with a prized chemical and then look around trying to find a market for it.”

But Speed is also quick to say that because Carb Defender is designed specifically not to affect the fuel, it also won’t cure an excessive buildup of water drawn into the fuel because of the ethanol. “This is a phenomenon known as ‘phase separation,’ which happens when the ethanol draws enough moisture from the air that the water actually separates from the fuel,” he explains.

“Phase separation is most likely to happen in situations where there is lots of humidity in the air, when the fuel and air temperature is warm, or when there is a lot of surface area for the air and fuel to meet. So, if you are driving around on a warm day in an area where it’s humid and with a half tank of fuel, that’s when the fuel is drawing the most moisture. You park the car with the half tank, so there is a lot of the fuel’s surface area exposed to air in the tank, and that ethanol really starts pulling in the moisture.

Then when the fuel cools—just like air—it can’t hold the moisture as well as when it is warm and it falls out of suspension as drops of water. Water is heavier than gasoline, so it gathers in the bottom of your tank, which is exactly where your fuel pump pickup is located.”

Imagine how hard it is on your engine when you hit the starter and the first thing it gets is a shot of water instead of fuel. If you’ve ever put your car into storage for the winter running great and then had trouble getting it to start the next spring, you may

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POWER & PERFORMANCE NEWS

have been a victim of phase separation.

The good news is, Speed says the best cure for phase separation is mechanical, not chemical. So you can do it yourself rather than spending your hard-earned money on more product. The key is to limit any opportunities ethanol-blended fuel may have to interact with air.

Since most of us don’t have easy access to ethanol-free fuel, we have two real-world options for eliminating phase separation and the problems that come with it. One option is to always drive the car until the fuel tank is empty, or drain the fuel tank every time you store your car. Then, put in fresh fuel when you are ready to drive again. This, obviously, isn’t realistic, so we’ll scratch that one and move on to option two.

This time around, instead of running the car out of fuel before storage, top the tank off on your way home so that it is absolutely full of fuel when you park it.

A fuel tank must be vented, so you can’t totally cut off access to the atmosphere, but by filling the tank to the top, you move the contact area for air and fuel to interact up from the fuel tank to the filler neck, severely limiting the opportunity for ethanol to pull moisture from the air.

Since you have to buy fuel anyway, the fix doesn’t cost anything, and combined with Carb Defender, you can allow your car, boat, motorcycle or anything else to sit all winter if necessary and still have confidence that it is fully protected from harmful ethanol. And when you do bring it back out of storage, it will run just as well as the day you parked it.

SOURCE DRIVEN RACING OIL www.drivenracingoil.com

(866) 611-1820

PROBLEM SOLVED AN EDDIE MOTORSPORTS S.DRIVE SERPENTINE PULLEY KIT MAKES LIFE EASY

If you’re an experienced hot rodder, it’s a good bet that you’ve earned some stripes over the years making spacers and shims to align the V-belts on the front of your engine. Often, this turns into an endless battle with every thrown belt. But now you can wave the white flag and dial up Eddie Motorsports to purchase one of its S.drive Serpentine Pulley Kits.

The S.drive gives you every part you need in a complete and compact kit. The kits use a single serpentine belt and a self-tensioner.

And not only are they easy to install, they are also stunning to look at and available in a variety of finishes, including bright polished, natural machined, and many colors.

We recently paid Eddie Motorsports a visit to document the installation of its newest system for small-block 289-351 Ford engines.

To brighten up our pages, we chose one with a bright polished finish.

The Eddie S.drive Serpentine Pulley Kits come with everything you need for a complete and easy installation, including allnew name-brand components from Ford Racing, Maval, Tuff Stuff, Edelbrock, Powermaster and Sanden. And, of course, a Gates six-rib belt and all the necessary fasteners are included.

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The foundation for the Small Block Ford kit is the billet aluminum front timing cover that Eddie manufactures from a solid chunk of 6061-T6 aluminum. By including it in the kit, Eddie takes all of the guesswork out of having to know what front cover your engine is equipped with.

The first thing that gets fastened to the front cover is the power steering pump bracket.

Four stainless steel studs fasten the front cover and Ford Racing water pump to the engine. The studs are coated with sealer to prevent water from leaking into the oil. Since the serpentine belt contacts the underside of the water pump pulley, the pump turns backwards and therefore needs to be a reverse-rotation pump to keep water flowing in the correct direction.

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POWER & PERFORMANCE NEWS

The Eddie Motorsports kit uses a late-model GM Type II power steering pump built by Maval Manufacturing. Here we see the water pump, power steering pump, and stainless steel standoffs all mounted to the billet front cover. Note that nothing attaches to the cylinder heads—so no need to worry whether your heads have the correct mounting holes.

A one-piece billet aluminum main plate fastens to the standoffs and provides mounting pads for the other components.

Eddie provides custom billet pulleys for all of the accessories.

The Eddie Motorsports kit comes with a Powermaster 140amp alternator, which is mounted on the top driver side.

We mounted the Eddie billet crank pulley. The S.drive kit must be used in conjunction with a four-hole damper with a maximum 6.40-inch diameter and 3.950-inch overall length, such as Ford PN M-6316-M50.

The kit’s Sanden SD7 A/C compressor is mounted on the top passenger side for easy access to the air conditioning. Eddie’s A/C line manifold provides for easy installation of the lines.

The serpentine belt is kept at the optimum operating tension by this Gates belt tensioner. The tensioner is easily found at any local auto parts store should you ever have one fail. Eddie turns the plain-Jane part into something fabulous with its billet aluminum cover.

After a couple of easy hours of work, with NO trips to the grinder, welder or hardware store, your ride has a piece of art dressing its engine—and with a drive belt that is in it for the long haul.

SOURCE EDDIE MOTORSPORTS For engines equipped with a front sump oil pan, the Eddie Motorsports front cover has a provision for a dipstick tube. If you don’t need this, it is plugged.

www.eddiemotorsports.com

(888) 813-1293

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M&H RACEMASTER WINNING RACES SINCE 1954

Drag racing is a popular pastime for car enthusiasts, and it certainly has come a long way since the early days of the hobby. In the late ’40s, there was an influx of gearheads, fresh out of the military with an intense need for speed. From modified street cars to home-built machines, racers quickly gained knowledge about how to make their hot rods quicker and faster.

Not long after the nation’s first few dragstrips opened to the public, racers began experimenting with tires. At the time, a purpose-built racing tire was something that existed only in Indy Car or other forms of round-track racing.

For drag racers, traction was dependent upon street tires, or tires that had been recapped to feature a slick tread. These recapped tires did not offer much traction, so progression of the hobby resulted in the need for real drag racing tires. Enter Marvin Rifchin, whose father, Harry, had a tire dealership and recap business. Marvin was heavily involved in the dirt track racing scene, and made a name for himself in the Midget and stock car racing industry by introducing a tire with a special compound, designed to work much better than regular recap rubber.

With a firm grasp on the round track market, Marvin experimented with a drag racing tire, as the sport began to blossom quickly. By 1957, he had created his first drag racing tire, and by the next year, M&H was in the winner’s circle, thanks to a popular racer who took a gamble and tried

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POWER & PERFORMANCE NEWS

one of Marvin’s new purpose-built M&H drag racing slicks. That racer was Don Garlits, and he blistered the competition on his first event using M&H Racemaster tires. The original M&H slicks offered less than 7 inches of tread width, but it was the structure and compound of the tire that made such a huge difference in performance. Garlits’ victory meant a lot to the company, as it sparked an incredible tidal wave of business, which continually increased as the years rolled on.

Initially, drag racing was a tough market to enter, as racers generally didn’t make much money, and spent every dime they had to make more horsepower. Tires were a mystery to most folks, so they ran recaps until the undeniable performance of M&H race tires made them a believer. Of course, all this success encouraged other tire manufacturers to enter the drag racing market, and by the mid-’60s, M&H went head-to-head with giant companies like Firestone and Goodyear. Marvin and his M&H Tire Company openly accepted the challenge, and the brand wars of the ’60s led to some of the greatest advancements in tire technology.

Many will say the heyday of drag racing lasted throughout the 1960s and into the early ’70s, but tire technology never stopped evolving, even with a poor economy and lessening interest in drag racing. By the end of the 1970s, M&H had developed tires for many applications, and had succeeded in many

AND THE SPIRIT OF INNOVATION CONTINUES TODAY

ways, but Marvin decided to branch out to create his own tire factory, instead of relying on an outside manufacturer to produce the tires. As the years went by, Marvin decided to sell the company to Interco Tire, but he still remained involved in the company until his final days. Unfortunately, Marvin Rifchin passed away on June 3, 2009, at the age of 94. He certainly lived a great life and made an enormous impact on the sport of drag racing.

Moving into the modern era, M&H continues to develop a number of innovative products. It was the first to create

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a DOT-approved tire with a soft compound, which allowed street machines to hook up and go, and continues to revolutionize the high-performance street car market. The latest innovation in the DOT-approved drag tire market is the Camber Tire, a sport radial tire that has 2 degrees of camber built into the tread profile. It’s designed for cars with independent rear suspension, and it’s applicable for front-wheel-drive or all-wheel-drive vehicles. Another hot series of products from M&H consists of its bias ply and radial front runner tires, available in sizes to fit 15-, 16-, 17- and 18-inch wheels. This is the perfect choice for latemodel performance cars equipped with largediameter brakes, as several wheel manufacturers offer 17- and 18-inch front runner designs to clear big brakes, while also shedding lots of weight.

Today, Coker Tire Company helps carry on the legacy that Marvin Rifchin instated so many years ago. With a wide variety of racing and street tires, Coker Tire offers M&H products to a broad range of customers, from all-out drag racers to street machine enthusiasts, and everyone in between. M&H is a major player in nostalgia drag racing, as well as bracket racing, street car performance and even the Sport Compact drag racing market. With nearly 60 years of experience, M&H Racemaster lives on as the world’s first purposebuilt drag racing tire, but continues to produce innovative, track-proven products at a price you can afford.

SOURCE COKER TIRE COMPANY www.mandhdragtires.com

Race Tire Hotline: (866) 513-2743

These vintage M&H slicks (and Romeo Palamides magnesium wheels) are drag racing artifacts from the ’50s. This well-preserved combination offers a glimpse into the past and shows where M&H got its start.

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POWER & PERFORMANCE NEWS

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Easy-to-use color touch screen reTouch Screen hand-held quires input to only 7 questions for Easy-to-use colorRoughly touch the screen engine cranking. size reof quires input to only 7 questions for a cell phone, the hand-held can easily engine cranking. of be mounted insideRoughly the car the for size use as a cell phone, easily a digital dash the andhand-held diagnosticscan display. be mounted inside the car for use as a digital dash and diagnostics display.

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Easy setup, compact hardware deProven Technology sign andSelf nextTuning generation EZ-EFI® Easy setup, hardware detuning logic compact offers even more user ® sign andandnext generation EZ-EFI benefits engine combination flextuning logic offers even more user ibility. No laptop computer or prior EFI benefits and engine combination flextuning experience needed. ibility. No laptop computer or prior EFI tuning experience needed.

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The original FAST™ EZ-EFI® system changed the world of self tuning fuel injection forever with the ® ® has nowforever raisedwith the the bar industry’s best-selling carburetor-to-EFI conversion option.

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STORY AND PHOTOGRAPHY

BY CHEVYHARDCORE.COM

We expected the 502ci LSX engine to be strong on the Superflow 902 dyno at LME, and it didn’t disappoint, with 720.3 HP at 6,400 RPM and 669.8 lb-ft of torque at 5,300 RPM.

LME ENGINE BUILD PART 2

WRAPPING UP THE RHS-BACKED, 720HP LSX 502

In the previous issue of Power & Performance News, our friends at ChevyHardcore.com (part of Power Automedia) gave us some insight into an engine they were building with Late Model Engines of Houston, Texas. The power plant was a 502cid LS stroker monster, based on the RHS LS Aluminum Race Block, and designed to be both a daily driver and one that could be wrung out at the track. Chevy Hardcore recently finished the build and put the engine through its paces on the dyno.

Below is their staff’s story on what the team learned. To see even more photos, visit www.ChevyHardcore.com.

When we decided to piece together our stroker mill, we could have chosen the venerable 454ci big block using a traditional 4-bolt main Gen IV foundation. This setup would have provided us with lots of low-end grunt at a fraction of the cost. However, we were after something more unique to set this build apart from the rest.

We chose the 502ci foundation because of its proven potential on the dyno and LS-style reliability—although not the most affordable, it is definitely worth the extra cost and street cred. “The 502 CID LSX engine build exemplifies the design criteria that we set out at RHS for the LS block. It provides a long-arm-friendly, large-cubic-inch combination that incorporates the features of an all-out race block but is suitable for street,” added Kevin Feeney, Product Manager for RHS. While the majority of our cost went into the short block alone, we were

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POWER & PERFORMANCE NEWS

far from done. When we last left you, we had just finished putting together our big-inch, LME-built RHS 502 short block. We began with RHS’s new LS tall-deck block, fortified the bottom end with a Lunati rotating assembly and locked it all together using ARP fasteners. We even added a set of high-compression Wiseco slugs to the mix for potent and reliable means of battling the constant high RPM and abuse.

While this specific engine embodies a ton of late-model race components, it’s not a race engine. Instead, we plan to put this gem on the street. That said, drivability needed to be key with this particular combination.

COMING TOGETHER To achieve this, we finished our build with a set of heavy-breathing RHS aluminum LS7 cylinder heads. Our set was CNC-machined and was equipped for a hydraulic roller camshaft from COMP and came complete with oversized Ferrea valves (2.20/1.61-inch intake/exhaust valves) and 69cc chambers.

We then matched it with a FAST 102mm LSXR manifold to maximize low- and mid-range torque. Of course, The FAST manifold has also proven itself to carry the horsepower through the upper powerband, making it ideal for our needs.

To see how we did, we headed to LME and continued our work with Brian Neelan, who hooked up our mill to their Superflow 902 engine dyno.

We knew it wasn’t going to be a record-breaker, but we were still impressed by the final numbers.

COMP LIFTERS When it came to our long-stroker generating an ample amount of RPM without much work, we went with a hardy set of COMP’s shorttravel race hydraulic lifters. COMP Cams has taken a strong foothold within the LS market and produces an abundant supply of LS-related parts and components. We chose these hydraulic lifters because they have been specifically engineered from a patentpending design that allows them to perform at higher engine speeds.

How is this possible? COMP has designed each lifter to limit the movement of the internal piston from each lifter. Limitations within the internal piston of the lifter cut down on loss of power and limits valvetrain failure at sustained, high RPM.

RHS PRO ELITE LS7 CNC-PORTED CYLINDER HEADS With so many cylinder heads claiming superiority in the LS market, it was hard to choose a set of heavy-breathing lungs with the capability and R&D backing we were looking for. We not only needed a set of cylinder heads to flow well, but also wanted something that could go on just like a factory cylinder head. We decided on a set of RHS’s new Pro Elite LS7CNCported cylinder heads.

These are truly the aftermarket’s first high-performance LS-style head.

These gems also feature a 12-degree valve angle and unique 0.220-inch raised intake runner design, which provides a better line of sight into the cylinders and allows for an improved short turn. The best part, these cylinder heads also facilitate both the stock and aftermarket LS7 intake manifolds and nearly any aftermarket valvetrain setup.

Kevin Feeney at RHS gave us the skinny on our options: “The use of our LS7 head is just another testament to how hard our engineers work. They provide the engine builder with the power they expect while leaving them with the convenience of using factory rocker arms and intake manifolds.”

Each cylinder head utilizes the popular LS six-bolt head design, which allows these cylinder heads to be compatible with both the RHS LS race block, like the one we’re using, or the GM LSX blocks. The six-bolt design provides strength and an increased ability to clamp at high capacities, which greatly improves head-gasket retention. Most notably, the raised runner and rolled valve angle increases overall flow capability, while an improved water jacket design improves thermal conductivity.

Designed to perform at high engine speeds, COMP Cams’ short-travel hydraulic roller lifters with link bars avoid improper positioning and open valves that lead to power loss, or even engine failure.

Viton seals with steel jackets and machine steel cups. Install height was 1.820-inch with 145-lb seat pressure with 485-lb at 0.660-inch lift. LME also utilized a 0.150-inch retainer for seal clearance.

Once LME had each set of cylinder heads together, we could begin the process of installing each one over the ARP 2000 Pro Series head studs and Fel-Pro MLS-style six-bolt, 0.040-inch head gaskets.

GM LS7 INTAKE & EXHAUST ROCKERS Once the cylinder heads were locked into place, we could move on and begin installing the RHS rocker stands to each bank. With the RHS cylinder heads, the RHS rocker stands are a must. We installed those first and then moved on to dropping in our 8.400-inch COMP pushrods.

From there, it was only a matter of installing each GM LS7 rocker arm for the intake and exhaust valves. What makes using the GM LS7 rocker arm so unique is the simple fact that these are off-the-shelf components. This not only cuts down on overall cost but also makes them more available in the event of failure. What’s more, these rocker arms will install easily on our RHS cylinder heads without any modifications.

INTAKE AND EXHAUST Although we opted out of receiving a completed set of cylinder heads, completed versions are still available and highly recommended from RHS. To control our intake and exhaust flow to our exact specifications, we relied on a custom set of Ferrea titanium intake and stainless steel exhaust valves.

“Engine valves exert enormous influence on engine airflow, mixture quality and the ability to run higher engine speeds,” says Zeke Urrutia of Ferrea Racing Components. Less mass inertia allows a reduction in valvespring rates and puts less strain on the entire valvetrain. Titanium valves must be used with bronze valve guides.

Ferrea valves have a proprietary Chrome Nitride coating (CrN) or a diamond-like coating (DLC) to provide rapid heat dissipation and wear reduction while reducing delaminating and flaking from valve flex.

To assemble the rest of our cylinder heads, we used a complete set of COMP components, which included dual springs, titanium retainers, locks,

Ferrea titanium intake valves and stainless steel exhaust valves control the flow with the least amount of weight possible. Less mass inertia allows for a reduction in valvespring rates and puts less strain on the valvetrain. And that allows for higher RPM.

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ROCKER ARM TRUNNION MODIFICATION Since our application, again, isn’t the average build, the factory LS7 rockers won’t be able to sustain high-RPM abuse for the long haul. To combat this, we also modified each rocker arm with the COMP Cams GM LS series retrofit trunnion kit. This modification was necessary to convert our stock LS series rocker arms into captured roller trunnions for this specific application. It also keeps our valvetrain reliable throughout the entire RPM range. The kit includes all the necessary hardware, including the rocker arm trunnions, rocker arm bearings, retaining rings and washers.

intake manifold. This highly advanced intake manifold means serious business, and it’s constructed from a proprietary advanced polymer material that offers a host of benefits over aluminum aftermarket intakes, including lighter weight and improved strength and heat-dissipating characteristics.

This intake also features a 102mm air inlet that is perfectly suited to the FAST Big Mouth 102mm throttle body, which we’ll be relying on. The intake is packed full of other features, too, including integrated nitrous bungs and perfect bolt-on fitment that allows for the use of factory accessories without modifications or clearance concerns.

The FAST LSXR intake manifold’s three-piece modular design allows for easy disassembly and porting. This new design gives you the ability to remove individual runners from the manifold for modification. The best part is that the intake manifold is 50-state legal and C.A.R.B. approved (E.O.D.-279-8).

We’re anxious to see what kind of power this manifold will produce.

The COMP Cams Retro-Fit Trunnion Kit converts stock LS Series rocker arms into captured roller trunnions for reliable valvetrain operation throughout the entire RPM range.

FAST INTAKE AND RHS INTAKE SPACERS Continuing to fire away at the top end of the engine, LME made quick work for the remainder of the installs before we hit the dyno cell. Next making its way to the engine was the set of RHS intake spacers. RHS intake spacers will allow the use of standard style LS7-style intakes with talldeck (9.750-inch) LS aluminum race blocks.

The spacers will work with FAST LSXR LS7 intakes, OEM GM LS7intakes, or any other intake that is designed to work with LS7 heads.

The spacers must also be used with LS7-style cylinder heads.

With the spacers installed, we could move on to moving some serious amounts of air. For this application, LME suggested we try out the FAST line of components. LME chose the FAST-developed three-piece polymer

RHS intake spacers allow for the use of standard-style LS7 intakes with the tall-deck aluminum block. They must be used with LS7 heads, like the RHS Pro Elite LS7 heads used on this build.

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POWER & & PERFORMANCE PERFORMANCE NEWS NEWS POWER

Aviaid’s four-stage externally mounted dry sump features a 1.25-inch pressure side and larger, 1.50-inch scavenge.

AVIAID OILING SYSTEMS Buttoning up the remainder of the build included sealing up the bottom end with a high-quality and purpose-built oil pan. We were well aware of this particular engine’s extra swing from the stroker crank and RPM potential and weren’t going to cut any corners when it came to controlling oil flow and efficient disbursement.

In our case, we contacted John Schwarz, owner of Aviaid, for the full treatment. With oil control of great importance, John recommended his company's one-piece billet dry-sump oil pan. It’s good to note, since we’re running a 4.600-inch stroker crank, it was also necessary to run a 3/8-inch spacer between the block and oil pan to give us the clearance needed.

To continue the Aviaid theme, we outfitted the rest of the build’s oiling system with a four-stage externally mounted dry sump, which featured a 1.25-inch pressure side and larger, 1.50-inch scavenge.

Additional parts included a remote oil filter and Aviaid dry-sump oil tank. Of course, we made sure to install the remainder of the miscellaneous oiling system with Aviaid components.

The Same Race Clutch Design That Dominates Pro-Level Road Racing But With A Street-Optimized Pedal Feel 10.4" Two-Disc LS Clutch Quarter Master® has incorporated cutting-edge race clutch technology to create the ultimate street performance clutch for GM LS-powered vehicles. The new Optimum-SR™ 10.4" Two-Disc LS Clutch delivers a comparable-to-stock pedal feel but is capable of handling 1400 horsepower and 1000 ft.-lbs. of torque.

• 10.4" two-disc lightweight design; holds 1400 horsepower & 1,000 ft.-lbs. of torque

• All billet construction, proprietary spring technology & 100% rebuildable design

• Comparable-to-stock pedal feel without compromising torque holding capacity or durability

• Vented floater plate & grooved friction surfaces provide enhanced cooling & longevity

Available for the LS-powered C5 & C6 (Base/Z06/ZR1) Chevrolet Corvette, 2010 & Newer Chevrolet Camaro, 2008-2010 Pontiac G8/GXP and 2009 & Newer Cadillac CTS-V. #MadeInUSA

Tech & Sales: 1.888.258.8241 quartermasterusa.com

Billet Bearing Retainers For LS Clutch Slave Cylinders These high-strength steel bearing retainers are direct replacements for the stock plastic units which are prone to deflect and misalign the retainer/slave snout, causing wear and failure. Designed for late model LS applications including the C6 Corvette, Gen V Camaro, Cadillac CTS-V and Pontiac G8.

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ATI SUPER DAMPER

MAP sensing and controls, plus enhanced data-logging capabilities and memory, helped influence our choice to run this With build progress unit for this high-end build. coming close to an end and We continued the FAST closer to our big-inch LS theme throughout the hitting the dyno cell, we still remainder of our ignition had a couple more things to control systems. Maximizing take care of. Case in point: processing capabilities and controlling engine harmonics. ease of wiring, LME went with As the engine is running, the the FAST EFI harness. With crankshaft causes vibrations clearly labeled connections, it through torsional flex. It’s Controlling harmonic vibrations in an engine not only prolongs made wiring up our monster these vibrations that can shake bearing life but also makes the engine feel smoother during accelerLS build quick and easy. an engine apart, literally. ation. This ATI damper is a combination of a steel hub and aluminum We also included a bevy of Engine dampers also balancer, perfect for this engine build. additional FAST components, create additional benefits by increasing engine response. As the vibrations of the engine are absorbed, including the FAST MAP sensor, IAC, ACT, coolant temp sensor, TPS engine response becomes smoother and vital engine components such as switch, fuel injector harness, FAST 65-lb fuel injectors, oil pressure sensor, main and rod bearings endure less punishment, essentially creating a longer air temp sensor, and FAST billet fuel rails for LS7 LSXR intake injectors. life. Controlling these vibrations, especially on a build of this magnitude, was Finally, we were ready for the FAST EFI 102mm throttle body. The FAST of great importance. However, with limited room to run the four-stage Aviaid 102mm throttle body is machined from durable 6061-T6 billet aluminum dry-sump system, LME was left with devising a plan to include a method for in precision CNC machining centers. This throttle body will maximize driving the pump (six-rib belt) while also controlling engine harmonics. ATI airflow while also creating a well-mannered, street-driven engine. and LME created a solution, which included a combination of an ATI steel hub and an ATI aluminum balancer, making our 7.53-inch-diameter damper the perfect addition to this build.

We’ve made mention of the ATI Super Damper before on this particular LS build. As LSXtv Associate Editor Rick Seitz stated in a prior news piece, “Our LS mill is assembled with the best of everything, and since it’s running a dry-sump oiling system, we relied upon an ATI Performance Products Super Damper.” To finalize the damper’s place on the LS engine, we fastened it down with an ARP LS balancer bolt.

FAST FUEL INJECTION CONTROL SYSTEMS/COMPONENTS For our tuning needs, it was necessary to point out LME’s use of the FAST XFI 2.0 engine control system. For this build, it was an easy choice.

There really is no other ignition control system that allows its users to process, analyze and adjust parameters more quickly.

The C-Com XFI Windows-based software is easy to navigate and features field-flashable capabilities. This allows users to download the latest software updates through e-mail or directly from FAST. These XFI control units also feature Qwik Tune for programming without a laptop. You can pre-program up to four different EFI maps, which enables you to optimize one setting for daily driving, one for racing conditions, and still another for fuel economy. On-board diagnostics, EZ test indicator lights, 5-bar

A FAST Big Mouth 102mm throttle body has optimized cross-sectional flow and eliminates airflow turbulence, especially at part-throttle operation. Also, increased throttle blade thickness eliminates deflection commonly found with other throttle bodies.

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POWER & PERFORMANCE NEWS

LME DYNO RESULTS With the RHS 502 finally buttoned up, primed with oil and strapped down to the LME dyno, we could begin our break-in dyno process. The break-in process will allow the rings to properly seat, keep an eye on oil pressure and provide a chance to make sure there are no leaks. LME also took time during the break-in period to check the condition of the oil. If there were any metallic material in the oil, now would be the time to shut it down. However, our oil was clean.

We began our dyno pulls at 4,000 RPM. This RHS 502 stroker makes so much torque down low, pulling the engine down any lower than 4,000 RPM would not be necessary. From there, we kept our pulls short and gradually increased its maximum RPM. All the while, LME was constantly checking air/fuel ratios as well as tuning the FAST EFI software for optimum power.

All said and done, LME made a mind-blowing 27 dyno pulls with the RHS 502. Sometimes the dyno process can be an all-day affair, and our experience was no different to dial in our beast. LME took their time to perfect the EFI software, making absolutely sure the engine was top-notch.

This LME-built powerhouse proved with our initial pulls that this monster could handle whatever we threw at it. After some post-examination of the fuel tables and previous dyno pulls, LME decided to continue safely with more pulls. So, what was the RHS 502 producing? After a final pull for all the glory, we were blown away.

The RHS 502 made a very impressive 720.3 HP at 6,400 RPM and 669.6 lb-ft of torque at 5,300 RPM. While this isn’t your typical backyard build, LME proved that with the right combination of parts, anything is possible—even building an LS-backed 502 stroker for the street.

SOURCE RACING HEAD SERVICE www.racingheadservice.com

(877) 776-4323

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This is the only conference that brings together the leading experts from all disciplines of high performance engine design to share the latest technology trends and application techniques. Miss this one and you’ll spend a lifetime trying to gain the knowledge that you will receive at the 24th Annual AETC® in the three days leading up to the PRI Trade Show.

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See the latest in cutting-edge engine technology Discuss the integration of modern engine platforms Learn from the most reputable engine builders Review race-proven case studies Cover the technology changes on the horizon Meet & network one-on-one with today’s top talent

SPEAKERS INCLUDE: Harold Bettes Laura Shehan Vince Roman Bill McNight Bruce Baldwin

Stephen Golya Lee Carducci Jon Sams Dan Jesel Industry Panel

Ben Strader Brian Kurn Cecil Stevens Greg West

Keith Jones Chris Paulsen Ozzie Hutchins Dane Kalinowski

...AND MORE

Sponsors: Title:

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Get The Latest Conference News ®

1.866.893.2382 . WWW.AETCONLINE.COM

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9241PPNw

facebook.com/COMPWins

PRODUCT SPOTLIGHT

twitter.com/COMPCams youtube.com/COMPCams

COMP Cams www.compcams.com

(800) 999-0853

COMP CAMS THE GOLD STANDARD: LS NON-ADJUSTABLE ULTRA-GOLD ARC SERIES ALUMINUM ROCKER ARMS

SUPER-TOUGH COMPOSITE DISTRIBUTOR GEARS

48

POWER & PERFORMANCE NEWS

As part of its tireless effort to maximize engine performance and durability, COMP Cams has built on the greatness of LS1, LS2, LS3, LS6 and LS-based truck engines with its new LS Non-Adjustable UltraGold ARC Series Aluminum Rockers.

More durable than both stock rockers and other aftermarket aluminum rocker designs, the CNC-extruded body provides increased strength and stiffness, which is especially important for higher-load springs. The roller tip, meanwhile, is an upgrade over the stock slider, which is not meant for use with high-lift cams and springs that see increased load. What’s more, a larger-than-stock billet trunnion package features captured needle bearings to help prevent failure.

These pedestal-mount rocker arms are offered in 1.72 and 1.82 ratios, with the 1.82 option providing a convenient way of increasing valve lift without having to undergo a full cam swap.

The rockers include pedestal mounts and bolts, and feature a non-adjustable, bolt-down design.

COMP Cams’ LS Non-Adjustable Ultra-Gold ARC Series Aluminum Rocker Arms also feature a limited lifetime warranty. Aftermarket valve covers may be required.

Like all COMP Cams components, these incredible rocker arms express the passion of true enthusiasts who understand the mindset of racers and rodders because they devote their lives to high performance!

While cases have been made for the priority of every engine component, few are more vital than the distributor gear, because if it fails, everything else stops moving.

COMP Cams understands the importance of distributor gears, and the company has devoted countless hours, dollars and skill to refining them like never before. COMP Cams’ composite distributor gears are manufactured from a super-strong composite material with 300 percent increased durability over bronze distributor gears when used with steel camshafts.

Composite distributor gears from COMP Cams undergo stringent field and dyno testing to ensure they meet and exceed all durability and performance claims. The lightest in weight of all distributor gear options, these super-tough carbon ultra-poly gears stand up to the abuse of race conditions while solving wear issues.

Whenever possible, COMP Cams recommends the use of a composite gear, as it conforms well to the mating cam gear and is compatible with any camshaft gear material. What’s more, composite distributor gears remove the potential for catastrophic engine failure that may be caused by metal shards locking up bearings, which can occur when a lesserstrength distributor gear breaks. COMP composite distributor gears are tested and available in several shaft diameters for BBC, SBC, 0.006inch and 0.009-inch oversized Chevrolet, Ford 302-351W and Dodge R5 street and racing applications.

To keep your vehicle and engine at peak performance, install a COMP Cams composite distributor gear so you can know that’s one component you won’t have to discuss again!

COMP CAMS

ELITE RACE SOLID ROLLER LIFTERS

While the word “pressure” represents many things, it definitely applies to valvetrain lifters!

In today’s racing environment, the ultimate lifter must withstand a variety of stresses.

COMP Cams’ new Elite Race Solid Roller Lifters include a host of impressive features to make them the ultimate race lifter. They have an SAE 8620 alloy steel body that’s CNCmachined and REM-finished, precisionground SAE 9310 steel alloy wheels, and needles made from 52100 bearing steel and

micro-sorted with a controlled contour profile.

These lifters feature an exclusive body design that does not have an oil band, thus maximizing rigidity and reducing lifter bushing wear. While the construction and body design make them incredibly strong, COMP Elite Race Roller Lifters are also lightweight, at less than 100 grams. All lifter bodies are “tall,” clearing both stock and aftermarket 0.300-inch-tall lifter bores, and fitting either 5/16-inch or 3/8-inch ball pushrods.

For maximum control and durability at high RPM, the captured link bars and modular design allow the pushrod insert to be swapped out for centered, left or right offsets. And with patent-pending oil control through the pushrod insert, engine builders can modify the lifter to meter extra oil to the top as desired.

COMP Elite Race Solid Roller Lifters are heat-treated, machined to high tolerances and are available for Chevy, Ford and Chrysler applications.

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facebook.com/Flexalite

PRODUCT SPOTLIGHT

twitter.com/flexalite

FLEX-A-LITE

youtube.com/flexalitecooling

www.flex-a-lite.com

flex-a-lite-blog.com

(800) 851-1510

FLEX-A-LITE

Flex-a-lite is continuing the expansion of its direct-fit Flex-a-fit aluminum radiators, now providing a radiator and electric-fan combo for the ’68-’82 Corvettes. The new radiator and fan combination bolts in without any drilling or cutting, requiring only approximately four hours for installation.

These new applications make it easy to install a performance cooling radiator and electric fan, reducing the operating temperature by up to 30 degrees Fahrenheit while freeing up power to the rear wheels and increasing fuel economy. The new radiator is available with or without a Flex-a-lite electric fan (PN 180), which moves 3,300 CFM of airflow. The electric fan comes mounted on the radiator from the factory.

For automatic-transmission cars, an optional PART NUMBERS: direct-fit transmission cooler kit mounts a Flex52180C3: Radiator and electric fan: a-lite Translife cooler to the front of the new ’68-’72 Corvette, side outlet radiator.

52000C3: Radiator only: Flex-a-fit radiators are manufactured in the ’68-’72 Corvette, side outlet U.S. with a 2-row, 1-inch tube all-aluminum core 52181C3: Radiator and electric fan: hand-welded to the side tanks with patented ’73-’82 Corvette, side outlet “T” channels to dissipate heat more efficiently.

52001C3: Radiator only: Radiator mounting brackets are included for ’73-’82 Corvette, side outlet direct bolt-in fit to the stock location, and the “T” 4116C3: Direct-fit transmission cooler kit for C3 Flex-a-Fit radiator channels provide a more secure attachment for these mounting brackets.

DIRECT-FIT FLEX-A-FIT ALUMINUM RADIATORS FOR 1968-’82 CORVETTES

ENGINE-SWAP ALUMINUM RADIATORS FOR ’64-’69 MUSTANGS

Flex-a-lite has expanded its line of direct-fit Flex-a-fit aluminum radiators to accommodate the popular 5.0-liter engine swaps (based on the ’86-’93 5.0-liter engines) in the ’64-’69 Mustangs. The original Flex-a-fit radiator for this application positioned both the inlet and outlet on the passenger side, just like the original. However, many people swap later-model engines into these popular pony cars, which requires the outlet to be on the driver side. The Flex-a-fit radiators are available both with and without a Flex-a-lite 3,000-CFM electric fan (PN 160) pre-mounted from the factory.

PART NUMBERS: Flex-a-fit radiators are manufactured in the U.S. with a 2-row, all-aluminum core hand-welded to the side tanks with patented “T” channels to dissipate heat more efficiently.

Radiator mounting brackets are included for direct bolt-in fit to the stock location, and the “T” channels provide a more secure attachment for these mounting brackets.

The inlet is 1 inch in diameter, and the outlet is 1 inch in diameter. Both are 2 inches long.

Flex-a-lite now offers more than 130 Flex-a-fit radiator applications, including ’64-’66, ’67-’69 and ’79-’93 Mustangs.

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POWER & PERFORMANCE NEWS

50064: Radiator only: ’64-’66 Mustang, passenger side inlet and outlet 50164: Radiator with electric fan: ’64-’66 Mustang, passenger side inlet and outlet 50064R1: Radiator only: ’64-’66 Mustang, driver side outlet and passenger side inlet 50164R1: Radiator with electric fan: ’64-’66 Mustang, driver side outlet and passenger side inlet 50067: Radiator only: ’67-’69 Mustang, passenger side inlet and outlet 50167: Radiator with electric fan: ’67-’69 Mustang, passenger side inlet and outlet 50067R: Radiator only: ’67-’69 Mustang, driver side outlet and passenger side inlet 50167R: Radiator with electric fan: ’67-’69 Mustang, driver side outlet and passenger side inlet

FLEX-A-LITE

FLEX-A-FIT ALUMINUM RADIATOR AND ELECTRIC FAN COMBO IS NOW AVAILABLE FOR ’99-’12 FULL-SIZE GM TRUCKS AND SUVS Flex-a-lite introduces its direct-fit Flex-a-fit aluminum radiator and electric fan combination for ’99-’12 full-size GM trucks and SUVs (except with 8.1-liter or diesel engines). This range of vehicles includes:

CADILLAC

CHEVROLET

GMC

Escalade ESV EXT

Avalanche Suburban Tahoe Silverado C/K 1500/2500/3500

Yukon H2 Yukon XL Sierra C/K 1500/2500/3500 pickup trucks

HUMMER

With an installation time of approximately four hours, you can improve your vehicle’s cooling. Also, by removing the beltdriven fan and fan clutch, you will realize a performance gain and improve gas mileage with this bolt-in aluminum radiator and dual electric fan combination.

The Flex-a-fit radiator is manufactured in the U.S., has greater coolant capacity than the stock radiator, and features a 2-row, all-aluminum core, hand-welded to side tanks with patented “T” channels to dissipate heat more efficiently. Radiator mounting brackets are included for an easy bolt-in installation in the stock location, and the “T” channels also provide secure attachments.

The aluminum radiator is available both with and without a Flex-a-lite dual electric fan system. The dual 15-inch electric fans move up to 6,000 CFM of airflow, and include a Flex-a-lite Variable Speed Controller that starts the fans at 60 percent power and increases fan speed as the temperature rises. It also lets you

adjust the temperature at which the fans turn on between approximately 160 and 240 degrees Fahrenheit.

For automatic-transmission trucks and SUVs, an optional transmission cooler kit mounts a Flex-a-lite Translife cooler to the front of the new radiator. This is a direct-fit kit that includes brackets and a cooler for ’99-’12 full-size GM trucks and SUVs. This kit makes it possible to hard-mount the transmission cooler without going through the radiator core.

PART NUMBERS: 57291: Radiator with dual electric fans: ’99-’12 full-size GM trucks and SUVs 57001: Radiator only: ’99-’12 full-size GM trucks and SUVs 4118GMT: Direct-fit transmission cooler kit for ’99-’12 full-size GM trucks and SUVs

DIRECT-FIT AUTOMATIC TRANSMISSION COOLER FOR 2010-2012 CAMAROS Owners of 2010-2012 Camaros now can easily extend the life of their automatic transmissions with a Flex-a-lite transmission cooler. PN 4116C is a direct-fit kit specific for these cars, including a bracket system, fittings, hose and hardware needed for a clean installation.

Excessive heat in an automatic transmission caused by severe use or the addition of significant power can deteriorate the performance of an automatic transmission, and will cause durability issues. Flex-a-lite’s direct-fit system mounts a 7x14-inch oil cooler in front of the air-conditioning condenser. The brackets attach to existing holes and the hoses route through an opening in the lower valance for a clean, drill-free and cut-free installation. Flex-a-lite’s transmission cooler is made in the U.S.A. and includes its unique Turbulators, which are inside the cooler tubes to increase heat transfer from the fluid.

This direct-fit transmission cooler was designed to work with Flex-alite’s all-new Flex-a-fit radiator and electric fan (PN 56488) combination for the 2010-2012 Camaro, or it can be used with an original radiator and fan, replacing the original cooler in the stock radiator.

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PRODUCT SPOTLIGHT

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HYPERTECH

twitter.com/HypertechTuning

www.hypertech.com

youtube.com/HypertechVideo

(901) 382-8888

HYPERTECH PLUG IN THE ULTIMATE OFF-ROAD JK PERFORMANCE PACKAGE You can have Interceptor Power Tuning PLUS an enhanced features programmer for your 2012-2013 Jeep JK 3.6 from Hypertech (PN 755006). Using Interceptor Power Tuning on premium octane gas, you will see an additional 8 HP and 7 lb-ft of torque (regular octane yields 5 HP and 4 lb-ft of torque). The Interceptor optimizes tuning on the fly and improves throttle response and drivability under all driving conditions. In addition, you can enjoy the enhanced features of On-TheFly Quick Commands through Hypertech’s Power Programmer.

The programmer must remain plugged in to the diagnostic port, but you can then adjust engine idle speed on-the-fly, turn your fan on or off regardless of the engine temperature, extend operation of the electric sway bar (Rubicon ONLY), lock the front and rear differentials in 4L/4H/2WD (Rubicon ONLY), and turn off the traction control for more precise throttling and braking. The programmer also allows you to turn the TPMS off or on, adjust tire pressure from 2 to 100 PSI (2012 JK ONLY), correct the speedometer for non-stock tire sizes from 22.5 to 44 inches, and also for rear gear ratios from 2.82:1 to 5.38:1. Installation is easy with factory-style connectors (no splicing).

MAX ENERGY FOR THE 2011-13 FORD F-150 3.5 ECOBOOST Looking for an extra 100-plus lb-ft of torque from your gas-powered Ford pickup? Look no further, as the Max Energy (PN 42501) from Hypertech can get you that on premium fuel! Testing has shown, with premium octane, the gains are 87 HP and 101 lb-ft of torque. On regular gas, the increases are 65 HP and 58 lb-ft of torque.

The Max Energy allows for speedometer/odometer correction when using non-stock tire sizes.

You can also raise the top-speed limiter to match the speed rating of factoryapproved high-performance tires. The Max Energy allows you to adjust the cooling fan on and off temperatures, plus you can read, display and clear trouble codes. The Max Energy PN 42501 is also available for the 2013 Ford F-150 3.7, 5.0 and 6.2 gas motors.

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POWER & PERFORMANCE NEWS

MSD IGNITION HYPERTECH

MAX ENERGY FOR THE 2014 FORD MUSTANG 3.7 V6 If you are driving a ’14 Mustang 3.7 V6, you can really wake up that car with the Hypertech Max Energy (PN 42501). Optimized engine tuning will boost output of the car’s horsepower by 15 and torque by 23 (with premium octane fuel), while regular octane gas will yield 9 HP and 12 lb-ft of torque. What’s more, the Max Energy is optimized for popular cold-air intakes such as the AEM Brute Force intake, Airaid intake and C&L intake.

The Max Energy will allow you to raise the top-speed limiter after you install factory-approved high-performance tires. Plus, you can adjust the rev limiter up or down 500 RPM in 100RPM increments. The Max Energy also lets you adjust your automatic transmission shift points up or down 500 RPM in 100-RPM increments throughout the six gears. Transmission shift firmness can also be adjusted to 25, 50, 75 or 100 percent throughout the six gears. The engine cooling fan on/off temperatures can be adjusted with the Max Energy, and you can also read, display and clear diagnostic trouble codes.

MAX ENERGY FOR THE 2014 GM DURAMAX 6.6 DIESEL Driving a brand-new 2014 Chevy Silverado or GMC Sierra with the 6.6 Duramax? Hypertech already has a tuner for you! The Diesel Max (PN 32501) is safe for towing in all three stages of optimized engine tuning, and you can get an improvement of up to 40 HP and 63 lb-ft of torque in Stage 3. The Diesel Max Energy is tuned to work with Afe’s intake (with and without the insert) and Airaid’s intake system and even includes transmission tuning with all three stages.

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COKER TIRE COMPANY www.cokertire.com

PRODUCT SPOTLIGHT

(877) 317-3125

twitter.com/CokerTireCo facebook.com/cokertireco youtube.com/cokertireco

COKER GROUP TRAVEL CHANNEL’S “BACKROAD GOLD” “Backroad Gold” follows antique car expert Corky Coker as he scours the highways, backroads and small towns of America, wheeling and dealing for hidden riches such as antique cars, motorcycles, trucks, gas pumps and road signs.

This is Coker’s life-long passion and his business—he is constantly on the road hunting for the next big find. Together with his expert team of restorers—which includes his father, Harold, son-in-law, Greg, daughter, Casey, and head wrench, Hal—Coker buys, restores and sells all finds from his shop, Honest Charley, in Chattanooga, Tennessee.

In 1974, Corky Coker was handed the reins of his father’s Chattanooga-based B.F. Goodrich dealership. Although he didn’t know it then, much of what Corky would do over the course of the next 40 years would define the vintage tire industry. He grew Coker Tire into Coker Group and revived the iconic Honest Charley Speedshop. Corky is widely regarded as an expert on collecting and restoring antique automobiles and motorcycles. He speaks frequently

regarding the collector car hobby, vehicle legislation and the future of the automotive restoration market. Corky draws strength from his faith and family and believes in the principles and values of hard work that this country was founded on. He applies them in every aspect of his life and business style. Corky Coker is turning Barn Finds into gold!

M&H CAMBER DRAG RADIALS FOR INDEPENDENT SUSPENSION The newest in the line of M&H Racemaster tires is a tire that will revolutionize drag racing for modern performance cars that utilize independent suspension. It’s the first of its kind, and you can get it at Coker Tire Company, the world’s leading supplier of collector vehicle tires and wheels.

The new M&H Camber Radial Drag tire features 2 degrees of camber built into the tread profile to retain the contact patch as the suspension compresses. Generally, camber change during suspension compression affects traction, so M&H developed this unique tire to sit flat on the racing surface when horsepower is applied, and still fit under most late-model domestic and import applications without modifications.

The result is a DOT-approved drag tire that significantly increases traction while offering superior vehicle stability, even tread wear, longer tire life and reduced rolling resistance. Initially designed for drag racing, they also work well on autocross cars, as well as road race cars.

Available sizing includes 245/45R17 and 245/40R18, but more sizes are in the works. The tires feature a tubeless design that works well for Ford Mustangs, Chevy Camaros and many other applications using 17- or 18-inch wheels.

M&H RACEMASTER www.mandhdragtires.com

(866) 513-2743

54

POWER & PERFORMANCE NEWS

MSD IGNITION COKER TIRE

PHOENIX 17-INCH FRONT RUNNERS Phoenix Race Tires, a division of Coker Tire Company, is devoted to providing great tires for drag racers, and it’s moving forward by introducing a lightweight front runner tire, built to fit 17-inch wheels.

Many modern performance cars, such as Mustang Cobras, Corvettes, Challengers and Camaros, come from the factory with large brakes, forcing owners to run large-diameter wheels. And with the recent introduction of factory-built drag cars, such as the Mustang Cobra Jet, a large-diameter front runner is in high demand. Several wheel companies are now building narrow, 17-inch wheels to offer major weight savings, while also clearing the large brakes. Phoenix Race Tires is one of the first companies to debut a race-proven bias ply front runner tire to comply with the recent influx of narrow 17-inch wheels.

In addition to the clearance and performance aspects, this new Phoenix front runner is DOT-approved. The compound isn’t ideal for everyday driving, but the tire is safe for highway use.

These new front runners are sized at 4.5/27.0-17, as they closely match the original tire diameter. The tires are made in the USA and feature a bias ply construction, which works well with a variety of rear slick designs from the Phoenix product line.

PHOENIX RACE TIRES www.dragracetires.com

(866) 513-2743

STEEL FRONT RUNNERS FOR VINTAGE MOPARS Mopar products have a huge following, especially the highperformance muscle cars of the ’60s and ’70s. Wheel Vintiques is a leading supplier of high-quality reproduction wheels for Mopar applications, and recently introduced a brand-new product for Mopar enthusiasts. It’s a new take on a tried-and-true wheel design, and it’s sure to gain attention from nostalgia drag racers.

The new product is a Mopar Standard steel wheel, with all-new 15x4-inch sizing, to be used on the front of street machines, drag cars and sleepers. The center is the same as other Mopar Standard wheels, but it’s built with a 15x4-inch rim, which offers great weight reduction and reduced rolling resistance for performance-minded Mopars.

Wheel Vintiques offers the same wheel in other sizes, such as 15x6, 15x7, 15x8 and 15x10, so it’s easy to mix and match to get the right look.

All wheels in the Mopar Standard product line are available in 5x4and 5x4.5-inch bolt patterns.

The Mopar Standard front runner is available in a powder-coated satin black finish, which is the perfect choice for a sinister-looking drag car or sleeper build. Wheel Vintiques, a leader in the steel wheel industry, also offers center caps for its Standard wheels, including the OE Cap (also known as the Poverty cap) and a plain moon-style cap.

You can also get valve stems, lug nuts and trim rings, depending on your project. All Wheel Vintiques wheels are made in the USA.

WHEEL VINTIQUES www.wheelvintiques.com

(800) 959-2100

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AXALTA COATING SYSTEMS

PRODUCT SPOTLIGHT

(FORMERLY DUPONT PERFORMANCE COATINGS) www.axaltacoatingsystems.com

twitter.com/axalta

1-800-338-7668

AXALTA COATING SYSTEMS NON-STOP CLEARCOAT Axalta Coating Systems (formerly DuPont Performance Coatings) has announced the availability of ChromaClear LE 5600S Non-Stop Clearcoat, a Low VOC fast-drying clearcoat for collision repair shops that have needs for fast repairs under air-dry conditions. This clear is ideal for shops with fleet repair contracts or for those who do “fast lane” repair work.

ChromaClear LE 5600S Clear joins National Rule VOC compliant 7400S Clear to provide ultra-fast, air-dry capability no matter what air-district your shop is located in.

SPEED REDUCER Increased productivity is always a benefit to a paint shop. If you can reduce dry time without affecting quality, that’s a pretty big benefit realized. Speed Reducer from Axalta Coating Systems (formerly DuPont Performance Coatings) can take 45-60 minutes (depending on temperature) off your wait without any negative effects. Recommended for use in 33430S ChromaPremier Pro Productive Primer Filler—imagine getting to sand a vehicle 45-60 minutes sooner. Do that several times a day and you just might get an additional car done!

56

POWER & PERFORMANCE NEWS

MSD IGNITION AXALTA

SUPER JET BLACK Cromax Pro WB9908 Super Jet Black is a new addition to the most productive basecoat system from Axalta Coating Systems (formerly DuPont Performance Coatings) and offers the deepest black to meet the most critical color standards while maintaining the high-hiding, wet-on-wet application that Axalta made famous. Super Jet Black is versatile in all conditions and is available in a 1.0-liter package.

INTELLIMIST HUMIDIFICATION SYSTEM

High heat and low humidity (think desert conditions) make it harder and uncomfortable for painters. IntelliMist automatic spray booth humidifier from Axalta Coating Systems (formerly DuPont Performance Coatings) automatically controls a spray booth at the optimum level for humidity. Waterborne and solvent-borne products can be used more efficiently and consistently as a result.

You can minimize the need for specific additives and adjustments to deal with the frustrations of ever-changing conditions. Plus, painters can work normal shifts— no more all-nighters to avoid the heat and humidity.

IntelliMist also can be used after the bake cycle to cool the booth and panels rapidly. Installation is normally completed in less than a day, and there are no structural issues when adding it to an existing booth.

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57

DRIVEN RACING OIL PRODUCT SPOTLIGHT

facebook.com/DrivenRacingOil twitter.com/DrivenRacingOil youtube.com/DrivenRacingOil

DRIVEN RACING OIL www.drivenracingoil.com

(866) 611-1820

DRIVEN RACING OIL RACE WAX Yeah right, another wax product? Ah, no! This wax was developed to the standards of Super Bowlwinning coach and owner of a NASCAR team bearing his name, Joe Gibbs Racing. It had to be great!

Driven Racing Oil Race Wax delivers a low-drag, high-gloss finish that protects virtually any surface, just as it was intended for use by Joe Gibbs Racing. Driven Racing Oil Race Wax is a performance spray wax and cleaner that delivers a smooth, glossy finish and effectively sheds dirt, tire rubber and track debris. This raceproven product is perfect for cleaning and protecting painted surfaces, full decal wraps and fiberglass panels.

Providing unmatched protection for decal graphic wraps, this wax enables a new level of design creativity in vehicle styling. Designed for quick and easy application, the wax will not damage the decal, paint or windows, and cleanup is simple.

Driven Racing Oil Race Wax is available in 24-ounce spray bottles and creates a perfect, eye-catching shine.

CARB DEFENDER PROTECTS AGAINST ETHANOL Designed for carbureted classic and performance vehicles, this concentrated additive prevents costly repairs and poor performance resulting from the use of corrosive ethanolblended pump gas or flex fuels.

Driven’s Carb Defender Fuel Additive is specifically formulated to protect against ethanol corrosion and induction deposits. Special corrosion inhibitors work to prevent expensive repairs and diminished performance caused by ethanol-blended pump gasoline and the moisture it attracts. High levels of ethanol in gasoline can lead to rust and other corrosion problems in the fuel system and inside the engine. This new additive, however, controls combustion chamber residue, plus it cleans and protects surfaces of the fuel system and intake tract. The additive treats up to 25 gallons of ethanol-blended gas, and should be used with every fill-up.

Driven Racing Oil Carb Defender Fuel Additive keeps the carburetor functioning properly and is designed for the unique needs of classic vehicles that spend much of their lives in storage between cruises and special events.

58

POWER & PERFORMANCE NEWS

TCI AUTO

facebook.com/TCIAuto

PRODUCT SPOTLIGHT

TCI AUTO

www.tciauto.com

twitter.com/TCIAuto

(888) 776-9824

TCI AUTO BOLT-TOGETHER TORQUE CONVERTERS TCI Bolt-Together Torque Converters for GM 6L80E Transmissions are purpose-built to improve launch and overall performance. They’ve been proven to pick up seven-tenths of a second in the 1/8 mile. Each one can be completely disassembled and serviced, with access to the entire lock-up assembly, turbine, stator and bearings.

Built with patent-pending technology, these bolt-together converters feature a triple-disc lockup assembly, which can be easily disassembled for servicing by the end user. The converters also include high-speed, load-rated Torrington bearings. A deepgroove ball bearing on the turbine spline reduces friction and increases the high-speed stability of converter components, and also provides input shaft support. The precision-ground billet impeller hub and billet front are CNC-machined to reduce ballooning, while the billet turbine hub, billet lockup piston and billet clutch hub are pre-hardened to improve strength.

By purchasing additional pump assemblies and stators, stall changes can be performed without machining the converter open. TCI Bolt-Together Torque Converters for GM 6L80E Transmissions also feature a higher lock-up clutch torque capacity and higher torque multiplication than stock, along with a higher friction surface area than competitors’ converters. They include three different stall speeds: 2,600-2,700, 2,8002,900 and 3,100-3,200 RPM, with speeds up to 4,100 RPM available upon request.

Special oil slots in the turbine hub and impeller flange increase oil flow and reduce operating temperatures. Each converter also includes woven carbon friction material designed specifically for GM constant-slip applications.

As with all TCI torque converters, these feature proprietary HDT (Heat Dissipating Technology) Coating, enabling cooler operating temperatures and more efficient drivetrain operation.

DIE-CAST ALUMINUM PANS FOR POWERGLIDE TRANSMISSIONS Update your Powerglide transmission with a die-cast aluminum pan for street or racing applications. These die-cast deep aluminum pans from TCI allow for a higher fluid capacity and have patent-pending design features to assist in removing heat from Powerglide transmissions, which is always a concern.

Built to be the very best Powerglide pans on the market, TCI Die Cast Deep Aluminum Pans incorporate heat-dissipating “inverted-dimples” that increase the surface area inside the pan. These unique “heat suckers” pull heat toward the exterior of the pan—ultimately lowering the temperature of the fluid and lengthening the life of your transmission fluid and your transmission.

On the outside of the pan, exterior fins are slightly angled to create a funnel effect, which increases the air speed across the surface. These pans are available either powder-coated or in raw die-cast aluminum, and both use a gasket-style seal instead of the O-ring featured in PN528220 pans. Both options feature lower price points than the original pan but still provide the same level of Powerglide heat reduction.

All hardware, gaskets, filter and filter extension are included, making the TCI Die Cast Deep Aluminum Pan the right choice for your ride.

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facebook.com/SteeleRubberProducts

PRODUCT SPOTLIGHT

STEELE RUBBER PRODUCTS www.steelerubber.com

twitter.com/steelerubber

(704) 483-9343

youtube.com/SteeleRubber

STEELE RUBBER PRODUCTS DODGE/PLYMOUTH DOOR SEALS Steele Rubber Products recently introduced front and rear door weatherstrip seals for Dodge Darts and Plymouth Valiants for the 1968-1976 model years. These seals have been designed and tooled to replicate the original parts, with two molded corners and all the clips placed in correct locations.

Using its own proprietary rubber compounds, Steele’s rubber parts fit with ease and perform better than the originals. Like all Steele parts, these door seals were developed from original parts taken directly from donor cars.

INSIGHTS INTO THE PROCESS Recently, Steele Rubber Products embarked on a yearlong journey to re-engineer and re-tool door seals for the popular first-generation Chevrolet Camaros and Pontiac Firebirds. From research to tooling, from manufacturing to testing, Steele chronicled the entire process involved in producing these parts correctly.

On the surface, a rubber seal may not appear to be a highly technical undertaking. But, the new www. camarodoorseals.com website will give you insights into the extent to which Steele went to get these seals correct. Follow the project online, as an American company undertakes the challenge of making a correct-fitting and -performing part for an American classic car.

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MSD IGNITION STEELE RUBBER

THUNDERBIRDS RISING Collectors are starting to pay attention to the Ford Thunderbirds from the 1980s and 1990s, and so is Steele Rubber Products. These modern classics deserve the best protection available. Steele has assembled a large catalog of rubber parts and weatherstripping for 1980-1997 Ford Thunderbirds and 1980-1988 Mercury Cougars. From door seals to trunk weatherstripping, these parts are made with the same high-quality materials and craftsmanship as all of Steele’s parts.

To ensure proper fit and performance, Steele used original parts from its own purchased Thunderbird to design and tool the molds for these parts. Dozens of big and small parts are available, allowing you to protect your investment.

GUARANTEED TO FIT Steele Rubber Products has been in business for over 50 years producing quality crafted rubber parts and weatherstripping for American classic vehicles from the 1930s through 1990s. Steele Rubber Products guarantees the fit and performance of all of its parts. With over 50 years of making rubber parts in America, Steele offers the largest inventory of automotive rubber parts for classic cars.

To request your free parts list, contact Steele at (800) 544-8665 or visit online at www.steelerubber.com.

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EDDIE MOTORSPORTS www.eddiemotorsports.com

PRODUCT SPOTLIGHT

(888) 813-1293

EDDIE MOTORSPORTS BILLET ALUMINUM STEERING WHEELS Eddie Motorsports now produces a line of affordable highquality billet aluminum steering wheels. The wheels are 13-1/2-inch diameter and are CNC-machined in Eddie Motorsports’ Southern California facility. They can be purchased with a raw machined or highly polished finish or with one of Eddie Motorsports’ Fusioncoat colors.

The half-wrap grips are included in the price and are available in black, gray, tan, red or yellow (specify color when ordering).

You can also wrap the wheel with your interior’s matching leather or vinyl. GM adapters and horn buttons also are available and are sold separately.

BILLET ALUMINUM QUICK-RELEASE FIRE EXTINGUISHER BRACKETS Eddie Motorsports manufactures billet aluminum quick-release fire extinguisher brackets. The brackets are CNC-machined out of 6061-T6 aluminum and are available with a polished or brushed finish or a wide variety of Fusioncoat finishes.

Designed to allow for mounting in any position, the unique construction and easy function of Eddie’s brackets are unsurpassed by others. With a simple pull of a stainless steel quick-release pin, the extinguisher (sold separately) and its mount release from the mounting base quickly and easily. Manufactured in two sizes, Eddie’s large brackets are made to work with its chrome 2.5-pound (3-inch O.D.) extinguishers, while the small brackets work with its 1-pound (2-3/4-inch O.D.) extinguishers. Eddie also has available an optional roll bar mount for 1-3/4-inch tubing.

Eddie Motorsports’ billet aluminum fire extinguisher brackets are a great complement to the complete line of billet aluminum accessories offered by Eddie Motorsports. Whether you are looking for the ultimate in customizing or just want to replace your weak and weathered stock pieces, Eddie Motorsports’ billet aluminum components are the answer. Chrome fire extinguishers (sold separately) and billet brackets are priced starting at $59.

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MSD IGNITION EDDIE MOTORSPORTS

BILLET ALUMINUM DOORJAMB VENTS Eddie Motorsports offers cool replacement parts for even the most inconspicuous items on your car. Such is the case with its billet aluminum doorjamb vents.

Machined from a solid chunk of high-quality 6061-T6 aluminum, the vents incorporate aluminum mesh and are a direct replacement for many models of Camaros, Chevelles and Mustangs. They are available with a raw machined or highly polished finish or in one of Eddie’s many Fusioncoat colors. The vents are sold in pairs.

BILLET BATTERY BOXES Eddie Motorsports offers a complete line of billet aluminum battery boxes. The battery boxes offer a stunning upgrade to the industrial-looking mounts that have been around for ages.

Perfect for trunk-mounting your battery, the boxes are available for standard 24 and 27 series batteries, as well as most popular Optima batteries. Machined from highquality 6061-T6 aluminum, the battery boxes are available in a bright polished finish as well as a variety of Eddie’s popular Fusioncoat colors.

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FAST

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PRODUCT PRODUCT SPOTLIGHT SPOTLIGHT

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FAST

www.fuelairspark.com

(877) 334-8355

FAST DUAL-SYNC DISTRIBUTORS

To realize absolutely accurate crankshaft and camshaft position signals while serving as ignition distributors with FAST EFI systems, upgraded dual-sync distributors from FAST are the best choice.

Due to a variety of changes and updates developed by the talented electrical engineers at FAST, these dual-sync distributors replace the need for auxiliary crankshaft and camshaft sensors. These units are designed to be plug-and-play for FAST XFI and EZ-EFI 2.0-equipped applications. A weld was added to the underside of the Advanced Plate Sleeve to provide additional stability to the magnet sleeve for more accurate timing, and increased circuit protection has been added to the sensor module—making the unit less susceptible to noise or timing fluctuations. This also creates more accurate and reliable timing control in harsh conditions or racing environments.

EZ-EFI 2.0 FUEL INJECTION SYSTEM

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POWER & PERFORMANCE NEWS

Meanwhile, for ease of installation, the cam sync LED display has been changed to green, while the crank LED remains red. The wires have also been upgraded to a 20 AWG flexible style, which are much stronger and feature improved durability. FAST Dual-Sync Distributors are available for a wide variety of GM, Ford and Chrysler applications.

Imagine an injection system that’s right in step with your needs, and you’ll have the FAST EZ-EFI 2.0 Self Tuning Fuel Injection System, which features a refined, higher-flowing and higher-horsepower-capable throttle body, along with greater tuning optimization for engines making up to 1,200 HP. While its predecessor changed selftuning fuel injection forever with the easiest carburetor-to-EFI conversion, the EZ-EFI 2.0 has been upgraded with more features than ever, while maintaining its ease of use that

doesn’t require a laptop or tuning experience. It simply tunes itself as the user drives.

Its eight-injector, die-cast throttle body features late-model OEM sensors for accuracy and durability, supports up to 1,200 HP (the highest on the market), includes ignition timing control, and is able to run E85 fuels, unlike competing versions. It flows more air than first-generation EZ-EFI throttle bodies due to an improved inlet, while a new secondary shaft throttle stop adjustment provides even more precise idle airflow adjustment and balance.

FAST’s integrated fuel pulse damper creates ultra-precise fuel control.

The EZ-EFI 2.0 also incorporates needlebearing supported shafts instead of bushings, and an integrated fuel rail design with crossover for tighter packaging. Setup includes the market’s fewest connection wires, including a new highquality wiring harness and a sleek, mesh-type loom.

Contact FAST and discover a wide range of other features and benefits that make this system a must for anyone who can spell EFI!

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PRODUCT SPOTLIGHT

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RACING HEAD SERVICE

RHS

www.racingheadservice.com

(877) 776-4323

RACING HEAD SERVICE 23° ALUMINUM INTAKE MANIFOLDS RHS 23° Aluminum Intake Manifolds are designed to provide power and a strong torque curve throughout the mid-RPM range for both EFI and carbureted small block Chevy applications.

RHS 23° Aluminum Intake Manifolds are engineered specifically to port-match-fit RHS 23° small block Chevy cylinder heads. Additionally, these manifolds are the only ones designed with a 4150 flange and bolt machining to fit all versions of SBC heads, including classic originals, Vortec GM heads and late-model, perimeter corner, vertical bolt-style crate engine heads. They provide the power and strong torque curve throughout the mid-RPM range that is required for performance street, circle track and drag race applications up to 434 ci.

The manifolds also feature auxiliary water ports, integral water crossover and dual-sided distributor mounting points. Female pipe fittings at all four corners allow external water lines for reverse cooling applications.

RHS and sister company FAST also have teamed up to design a revolutionary port fuel injection version of the 23° Aluminum Manifolds.

Unlike the competition, the EFI manifold features port angle, optimized

injector bung mounting and machining features. FAST engineers laid the injectors down on an angle that points injectors directly at the valve stem.

The EFI manifold also features integral sensors, improving function, fitment and packaging. EFI versions are also available in kits featuring FAST fuel rails with all related mounting parts. Fuel rail mounting stands for either LS2 or LS3/LS7 height injectors are included.

PRO ELITE LS7 BIG PORT CYLINDER HEADS

Big engines make big power, but often cylinder heads don’t provide the necessary flow characteristics for large power plants. These new RHS Pro Elite LS7 Big Port Cylinder Heads solve this problem. They are the only raised-runner aftermarket LS7 big block heads with the runner volume to support large-cubic-inch applications, yet are still able to utilize both production and aftermarket intake manifolds and valvetrains.

The heads work well with all existing LS7 parts, but have a bigger intake port size and valve than the standard RHS Pro Elite LS7 Cylinder Heads. These aluminum, CNC-machined heads feature a 307cc intake

runner, 98cc exhaust runner and 69cc chamber volume. The intake valve is 2.250 x 5/16 inches, while the exhaust valve is 1.615-inch x 8mm.

Designed for 454-502ci street engines, RHS Pro Elite LS7 Big Port Cylinder Heads also are ideal for smaller-cubic-inch, all-out race engines.

As with every product in Racing Head Service’s vast inventory, these LS7 Pro Elite Big Port Heads are the result of an exhaustive development curve, from CAD design and prototyping, to casting, machining, finishing and fitting. It doesn’t get any better!

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PRODUCT SPOTLIGHT

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LUNATI

LUNATI

www.lunatipower.com

(662) 892-1500

LUNATI LUNATI CAMS FOR LS ENGINES The popularity of LS Series V-8 engines has reached a fever pitch with enthusiasts. Now Lunati brings you a complete family of state-of-the-art, computer-designed hydraulic roller and solid roller camshafts for all LS applications. What’s more, these new Lunati cams are available in profiles from near stock, to mild street performance, to all-out, throttle-blasting killers making over 1,000 HP! Lunati’s new LS hydraulic roller cams deliver the maintenancefree convenience of a hydraulic lifter with the proven horsepower increases that only a roller cam can deliver.

Lunati hydraulic roller cams are available for stock or mildly modified LS engines, up to seriously built LS engines and even big-time poweradders such as superchargers, turbos and nitrous-oxide. Call the Lunati tech line for its exclusive, race-experienced tech help service to help you choose the right cam profile for your engine and chassis needs.

VOODOO H-BEAM RODS Pro race engine builders and knowledgeable racers know that the highest race-operation stress in any rotating assembly occurs with the connecting rods. That’s why Lunati now offers its finest-quality Voodoo H-Beam-design rods at a surprisingly affordable price. You no longer have to choose between strength and price, and you can build your next engine with better parts.

Lunati Voodoo H-Beam rods are made from premium-quality, super-strength 4340 billet steel alloy. Each rod is precisely CNC machined to strict print specs, and inspected for quality and specifications-adherence during all manufacturing phases. The rods are heat-treated for strength and wear resistance, shot-peened to relieve material stress and magnafluxed.

Each Voodoo rod is fitted with the finest-quality ARP 2000 rod bolts for long-life durability.

Voodoo H-Beam rods are available in stock lengths and popular longer-than-stock lengths to match your crankshaft stroke and pistons. Or, better yet, let Lunati’s racer tech specialists choose the exact components needed for your complete rotating assembly. You’ll save time and cash.

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INGLESE

INGLESE

INGLESE

www.inglese.com

(866) 450-8089

LS 8-STACK INDUCTION SYSTEMS Think back on America’s most historic racecars and recall styles of Ford GTs, Cobras and Mustangs, Jags, Camaros, ’Cudas and, of course, Corvettes, and many ran mighty stacks like these to breathe in horsepower. Now, LS-series engine fans can look back and breathe easier with the Inglese LS 8-Stack Induction System.

History and technology have united in classic style, elevating the great performance of LS-series engines and Inglese LS 8-Stack Induction Systems. Designed to work with either EZ-EFI or XFI Fuel Injection Systems, all the necessary components, such as sensors, injectors, IAC and a vacuum plenum, are integrated, making the manifold an easy bolt-on.

Inglese LS 8-Stack Induction Systems use FAST intake face O-ring seals and also include cast-in bungs that can be drilled out for running nitrous. Two versions are available, one for LS1-style cathedral port heads and one for LS3/L92style heads, and are sold as either a single manifold or a fully assembled system.

The LS 8-Stack Induction Systems also work with Inglese IDA carburetors, and a complete linkage kit is available. Once it’s bolted down and wired up, prepare for a sound and feeling second to none, and that’s before you smell the rubber working.

SIDEDRAFT EFI SYSTEMS OFFER UNIQUE STYLING AND MODERN EFI BENEFITS

So how do you combine proven FAST electronic fuel injection technology with radical Inglese sidedraft carburetor styling?

Simple—with the new Inglese Sidedraft EFI Systems designed to work with any FAST EFI system. These systems give customers a value-priced alternative to buying a full eight-stack system by adapting to an existing conventional four-barrel-intake manifold.

These adapter manifolds feature all the necessary components

and easily bolt on to any engine using a single- or dual-plane 4150 flange four-barrel intake. Offered in polished or cast versions, Inglese Sidedraft EFI Systems make power equivalent to the standard fourbarrel FAST EZ-EFI system with no loss in drivability. They are the ideal solution for adding both EFI performance and stunning looks to any hot rod or street machine.

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PRODUCT SPOTLIGHT

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QUARTER MASTER

twitter.com/QMClutches

www.quartermasterusa.com

QUARTER MASTER

(888) 258-8241

QUARTER MASTER

DS REAR MOUNT STARTER BELLHOUSING KIT Quarter Master’s clever DS bellhousing kit enhances handling characteristics by placing weight low on the left side of the engine, offsetting imbalances for better overall distribution, which enables better launches.

The Quarter Master DS Rear Mount Starter Bellhousing Kit With Left-Side Oil Pump Mount is machined to accept a dry-sump bracket that locates the oil pump to the left side of the bellhousing. This feature allows more left-side weight, the pump weight is lowered and the engine bay is void of extra oil line length and bulk. With the weight savings from less plumbing, weight can then be redistributed elsewhere. An existing clutch can be used by adding a cover-mounted oil pump gear.

The kit can be used with 4.5-inch, 5.5-inch and 7.25-inch clutch assemblies from the Pro-Series, V - D r i v e , Optimum and Ultra Light Optimum families. The Quarter Master DS Rear Mount Starter Bellhousing Kit With Left-Side Oil Pump Mount also uses custom-fit components such as a shortened tri-lite with small OD bearing and piston, and a low-profile bearing retainer for the transmission.

Oil pump not included.

ZEX

ZEX

facebook.com/ZEXNitrous twitter.com/ZEXNitrous

www.zex.com

(888) 817-1008

PERIMETER PLATE PERFECTION ZEX has designed and recently released the new LS Series Perimeter Plate Nitrous System with three advanced nitrous technologies, each of which give LS applications a significant power advantage over conventional plate systems.

Adjustable from 100-250 HP, the complete, race-ready ZEX LS Series Perimeter Plate Nitrous System uses three cutting-edge technologies to provide optimum spray efficiency and fuel distribution for both cable and throttle-by-wire engines. It is a direct fit for all 90mm and larger, “4-bolt”-style OEM and aftermarket throttle body/manifold combinations, as well as the new FAST LSXR/LSXRT 102mm Intake Manifolds.

The ZEX LS Perimeter Plate routes nitrous through a series of internal passages, which causes the nitrous temperature to drop to 127 degrees below zero. This cryogenic phenomenon effectively turns the plate into an ultra-efficient

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Cryo-Sync, cooling your throttle body and intake manifold for additional horsepower.

The LS Perimeter Plate’s Perimeter Injection Technology then utilizes 12 injection points around the perimeter of the intake manifold’s inlet to create a perfectly atomized blend of fuel and nitrous. Finally, the LS Perimeter Plate’s Airflow Enhancement Technology injects nitrous at an optimized angle that creates a pocket of intense low pressure just behind the throttle body. This low-pressure area enhances airflow into your engine, further boosting the power of your LS application. The throttleby-wire LS Perimeter Plate Nitrous System utilizes an electronic TPS switch to activate the nitrous at wide-open throttle.

HORSEPOWER MEETS HIGHER EDUCATION

THE COMP PERFORMANCE GROUP ENGINEERING DEPARTMENT RELIES ON DIVERSE BACKGROUNDS OF ITS STAFF TO UTILIZE A SYSTEMS APPROACH

Photo By Brant Speer

The Memphis-based COMP Performance Group engineering staff is a highly diverse group of individuals. Among the many degrees represented are diplomas from USC and Vanderbilt, as well as a master’s from Florida State. That one belongs to a physicist.

Seriously. Other members of the team, however, were schooled on the short tracks, drag strips and roads of America.

The staff, comprised of nearly two dozen cam designers, valve train experts, electrical engineers, drivetrain authorities and driveline specialists, all work in unison to design, build and test the parts that eventually bolt on to hot rods, street machines and race cars around the world.

That diversity was strategically planned, for breadth of background

CAD/Engineering Associate Joseph Leister's night job.

on single-component engineering and production.

The EZ-EFI 2.0 Self Tuning Fuel Injection System from the COMP Performance Group’s FAST brand is one example of a project that nearly every engineer was involved in, regardless of specialty.

“We developed and tested EZ-EFI features, strategies and tunes to take into account the widest range of applications,” explains Applications Engineer Ron Wiggins, a member of the electrical group. “Catering to one particular car is simple compared to trying to accommodate thousands of different cars that you’ll never see or touch.”

Wiggins comes from a military family and grew up in all corners of the U.S. and Japan. A longtime car enthusiast, he graduated from USC’s Viterbi School of Engineering. He began his career as a track support engineer for California’s EFI Technology, a company that makes high-end engine control, data logging and telemetry systems.

Although he worked around a variety of racing disciplines, Wiggins primarily traveled on the sports car circuit with cars competing in GRAND-AM and the American Le Mans Series.

Since coming to Tennessee and beginning work with COMP, his focus has shifted to the domestic aftermarket and consumer side of the industry. In fact, his daily driver is a tuned 2009 Pontiac G8.

Applications Engineer Ron Wiggins is a member of the electrical group. A longtime car enthusiast, he graduated from USC’s Viterbi School of Engineering. is an important factor to consider when putting together a staff that takes a systems approach to its work. That means that although the various groups (valve train, mechanical and electrical) work closely within their own teams, they also constantly work together to build parts and complete units that take into account cause-and-effect. This is in contrast to some engineering departments that focus specifically

Mechanical Engineering Group Manager Cody Mayer is another engineer whose lifelong passion for cars and mechanics shaped both his education and career track.

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Mechanical Engineering Group Manager Cody Mayer is another engineer whose lifelong passion for cars and mechanics shaped both his education and career track. His laundry list of projects at COMP includes work on the COMP Cams Ultra-Gold ARC Series Aluminum Rocker Arms, the COMP LS Sprint Car Front Drive Kit and deep involvement in the EZ-EFI 2.0.

“I have always been interested in complex mechanical systems, so cars were a natural draw, especially high-performance engines,” says the Memphis native. “In high school I got the opportunity to work on restoring a 1956 Pontiac and a 1966 Mustang. That experience really kick-started the passion for cars that I have had ever since. Once I graduated from college with a mechanical engineering degree, I knew exactly what industry I wanted to work in.”

Mayer, a graduate of the Vanderbilt School of Engineering, was heavily engaged in the Formula SAE program during his collegiate years in Nashville. The curriculum allows its participants to design, build and race a small open-wheel car, an experience that proved extremely beneficial for the future COMP engineer.

“Those cars were completely custom-built for performance and introduced me to many of the design theories and engineering practices that I still use today,” Mayer explains.

Due to the wide variety of backgrounds and passions represented— street, drag, circle track, road racing, off-road and more—all of the engineering staff has the ability to provide their own tricks of the trade and put their knowledge to use in seemingly unrelated disciplines.

For instance, it’s not uncommon to see something learned in the Jeep world being applied to drag racing.

One member of the staff who has deep roots in the drag racing realm is Derrick Hubbard. Another Memphis native, Hubbard can be found every weekend burning up drag strips throughout the Southeast. He has driven in nearly every class of the NHRA Sportsman division, and currently competes in both Super Comp dragster and drives a Chevy S10 truck in door-car classes.

A lifelong motorsports enthusiast, and one of the younger members of the engineering staff, he made it his career goal to work for COMP

Derrick Hubbard is a lifelong motorsports enthusiast and one of the younger members of the engineering staff. At the age of 12, he made it his career goal to work for COMP Cams.

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POWER & PERFORMANCE NEWS

Cams at the age of 12. Hubbard began his career at COMP in the orderentry department the day he graduated from high school, soon moved into the tech department, and is now a Sales and Engineering Coordinator.

In his current role in the engineering department, he works as a liaison between the engineering staff, the sales department and manufacturing. Part of his job also takes into account special projects and operations, such as working closely with high-level race teams. He is currently taking business classes at Northwest Mississippi Community College, with the ultimate goal of working in engine builder sales.

“I don’t care if you’re racing tricycles, racing is in my blood—I’m a racer and want to help other racers, whether you race go-karts, lawnmowers, drag cars, dirt cars or whatever it might be,” he says.

“I’ve worked on everything from weed-whacker cams to tractor cams.

Yes, I’m a drag racer, but I’m not just a drag racer. I love everything.

If I’m not at work, I’m at a racetrack.”

CAD/Engineering Associate Joseph Leister is a graduate of Northwest Community College. Leister has been in the aftermarket performance industry for much of his life.

CAD/Engineering Associate Joseph Leister, a native of Millington, Tennessee, is another member of the engineering staff who is not only involved with the design of components during the week, he also puts them to use on the weekend. Leister began driving dirt oval go-karts at the age of 8, and his No. 89 IMCA Modified can now often be found on dirt tracks throughout the Mid-South.

Also a graduate of Northwest Community College, Leister has been in the aftermarket performance industry for much of his life.

At the COMP Performance Group, he has worked on custom cam cores and the ZEX LS Series Perimeter Plate System, redesigned the COMP Cams steel retainer line and helped create karting driveline products for the newly acquired Tomar brand.

“I couldn’t ask for a better opportunity; to work in the industry I love using my education and experience is perfect for me,” he says.

Leister admits that having a drafting degree instead of an engineering background sometimes creates some challenges, but his racing and drafting experience further adds to the diverse feel of the department.

“Each person seems to view a project a little differently from the next,” he explains. “When in need of help, any of the engineers will work with you through your problems and try their best to help figure it out. It’s a fun group to be with every day.”

And the aforementioned physicist? That’s Billy Godbold, Valve Train Engineering Group Leader and one of the legendary cam

Y T L A I C E SP S ONLINE TOOL

Day Or Night

Billy Godbold, Valve Train Engineering Group Leader and one of the legendary cam designers in the industry. Godbold was hired as a technician at COMP Cams late in 1994. designers in the industry. Raised on a small, rural farm in Tunica, Mississippi, where he learned about machinery and engines, he originally believed that he was destined for a career in the science field while motorsports would be a hobby on the side. In fact he received his bachelor’s degree in physics from Memphis’ Rhodes College and his master’s from Florida State in the same field.

Godbold was hired as a technician at COMP Cams late in 1994, when he still intended to return to school to get his Ph.D. His plans changed, though, as he became deeper and deeper involved in the COMP engineering and R&D departments. Early on, he was given the opportunity to work with NASCAR Sprint Cup teams on valve train packages that won some races, and soon after designed the Xtreme Energy line of camshafts. Since then he has been heavily involved in everything from the Thumpr cam series to nitrous kit development for the ZEX brand. Plus he still works on cutting-edge cam designs for top NASCAR and NHRA teams throughout the country, utilizing all of the state-of-theart equipment at the company’s disposal.

“I would certainly like to think that our valve train group has been able to shape the industry by embracing every new technology and constantly bringing new designs and ideas to the valve train marketplace,” he says.

Although they come from a variety of different places, and have taken lots of

different career paths, it’s obvious that the success of the engineering staff comes from the idea of working toward a common goal, a sentiment embraced by Godbold and all of his colleagues.

“We really have a great group of engineers, and fortunately we all get along quite well with one another,” he says. “We are all busy, but we strive to always have time to listen and help each other or anyone at COMP when any issue or question arises.

“There seems to be a nearly limitless number of ways to both see and attack certain ‘problems’ or ‘limits’ to engine and vehicle performance,” he continues. “In our engineering group we have guys that are experts on electronics, programming, transmissions, converters, clutches, dynos, air fuel, gas flow and hundreds of other engineering details. COMP Performance Group’s engineering team proves daily Harry S. Truman’s famous quote: ‘It is amazing what you can accomplish if you do not care who gets the credit.’”

Such insight and experience proves that the engineering staff does not only build complex systems; it is a well-oiled machine itself.

Browse hundreds of professional quality, problem solving tools for racers & engine builders.

From time saving hand tools to precision measuring devices, Powerhouse® offers the right tools to complete your racing project more efficiently. Shop the internetʼs largest selection of specialty tools featuring safe, secure ordering 24 hours a day, 7 days a week.

• Top Quality & Hard-To Find Tools • Safe & Secure Online Ordering • Daily Product & Shipping Specials • Fast Delivery To Your Doorstep

SOURCE COMP Cams www.compcams.com

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9081j

SETTING IT

STRAIGHT

Q: What is the difference between “fly wheel” and “wheel” power numbers?

A: Both “fly wheel” and “wheel” power numbers are used to show how much power a

vehicle has. The difference is that “fly wheel” power represents how much power an engine produces, and “wheel” power represents how much power is put out at the wheels.

These numbers will not be the same because there will be some drivetrain loss.

ANSWERS TO TUNING QUESTIONS TYPICALLY ASKED AT A TECH HELP LINE Adding a tuner to your car can be one of the most effective ways to increase power and save on your fuel bill. But with modern vehicles, owners often have a lot of questions: Will it void the warranty? Do I have to run premium fuel in my gas-powered car?

What does a DPF do, anyway? And many others.

Here, we’ll to try to answer the most common questions that automotive enthusiasts have, both before and after purchasing a tuner. We turned to Hypertech because it is a technology-driven company with a unique status in the aftermarket industry.

Unlike other speed-equipment manufacturers that produce hard parts such as camshafts and cylinder heads, Hypertech’s core product is knowledge—the ability to tune the complex computers that control essential functions in modern automobiles.

On staff at Hypertech are racers, hot rodders and performance enthusiasts. You’ll find modified trucks and street machines in the employee parking lot. They build project cars and use their trucks for towing on weekends. They come from different backgrounds, but they have all learned to appreciate the tremendous power of electronic engine controls to improve performance on the street as well as on the racetrack. And they have the answers!

SOURCE HYPERTECH www.hypertech.com

(901) 382-8888 (Tech) (901) 385-1888 (Business)

Q: What is premium fuel?

A: 91- to 93-octane, whichever is available in the area.

Q: What is regular fuel?

A: 87-octane is normal for most areas. Certain higher

elevations may have 85-octane, which is fine while in the higher elevation.

Q: How difficult is it to program a vehicle?

A: Programming a vehicle with a Hypertech Programmer

is very simple. You simply plug the cable into your vehicle’s OBDII port, which is typically located under the driver-side dash, answer a few “yes” or “no” questions, and follow the instructions that will scroll across the screen.

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Q: What does the DPF do?

A: The DPF is designed to capture diesel exhaust gas particulate, or soot, from the

exhaust gas stream. The filter uses a system of porous chambers to trap the particulate, while the clean exhaust gas exits the filter. DPF filters came as OE emissions equipment on all 2008 model diesel trucks to meet new EPA regulations.

Q: What is the difference between the PP3, Max Energy, and the Max Energy E-CON? A: The Max Energy and E-Con are Internet updateable and include software on a CD

and a USB cable; the PP3 is not Internet updateable. Both the Max Energy and PP3 have the same Power Tuning and options/features. The E-Con for gasoline models has Power Tuning for regular fuel and the DTC (diagnostic trouble code) feature. The E-Con for diesel models has two levels of power, Level A and B, and the DTC feature, while the Max Energy has three levels of power and other features/ options, which vary depending on model year, make, engine and transmission (such as adjustable top-speed limiter, rev limiter and speedometer calibrator for tire/gear changes). To see a feature comparison chart, go to www.hypertech-inc.com and select “Product Comparison” under the “Products” menu.

Q:

Why are Hypertech’s stock power numbers less than the stock numbers the manufacturers claim?

A:

OE manufacturers’ advertised horsepower ratings are for the engine. Hypertech, like most aftermarket companies, measures horsepower at the rear wheels with a chassis dyno.

Rear-wheel horsepower numbers can vary as much as 20 percent from engine horsepower numbers due to drivetrain losses.

Q: Why are there three stages of tuning for diesels?

A: Customers’ needs vary greatly; many do not tow at all, and

some tow loads that push the vehicle manufacturer’s towing limits. Customers who tow these extremely heavy loads will be able to use levels 1 or 2 in order to still have a power gain and not have to worry about excessive EGTs or drivetrain failures.

Having three stages of tuning gives the user options for differences in driving conditions, vehicle loads and driving habits.

Q: Will my vehicle still pass inspection with Hypertech tuning installed?

A:

Hypertech tuning is emission legal in all 50 states. Hypertech’s tuning will not cause your vehicle to fail inspection.

Q: Will Hypertech’s tuning affect my DPF? A: No, the DPF is not affected.

Q: Will Hypertech’s tuning cause more frequent regenerations?

A: No. During testing of vehicles equipped with DPFs (Diesel

Particulate Filters), we noticed no increase in the frequency of regenerations.

Q: Which of the three stages of diesel tuning is the most powerful?

A: Stage 3 is the most powerful stage of diesel tuning.

Q:

Which of the three stages of diesel tuning gives the best fuel economy?

A: We recommend that you experiment with the three different stages to determine which gives you the best fuel economy. Fuel economy can vary based on driving conditions, vehicle loads and driving habits. Most users who tow heavy loads (8,000 pounds or more) report that they get the best fuel mileage on Stage 3. Most users who don’t tow—or tow light loads infrequently—report that they get the best fuel mileage on Stage 1 and 2. The best way to determine the optimum fuel economy for your vehicle and driving conditions is to try each setting.

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Q: Can I still use tow/haul mode?

A: Yes, you can still use tow/haul mode, and it is

recommended.

Q:

Will I have to install an EGT gauge if I plan to tow with Hypertech’s tuning?

A:

No, an EGT gauge is not required while towing with Hypertech’s tuning. Our tuning is engineered so as not to exceed unsafe EGT levels, even under extreme use.

Q:

Why can I tow on the highest setting with Hypertech’s tuning, when I can’t with other companies?

A:

Most tuning companies greatly increase the quantity of fuel injected into diesel engines to get quick results and increased horsepower, which can cause excessive exhaust gas temperature (EGT). Our proprietary tuning procedures tune differently so there is no concern with excessive EGT. Our tuning is tow safe on all three levels up to the towing capacity for the vehicle.

Q: On a gas engine, can I run regular fuel with premium-fuel tuning?

A: No. Running regular fuel while using the premium-fuel tuning

could cause your engine to “ping” (detonate).

Q: Can I run premium fuel with regular-fuel tuning?

A: Yes, but you will see no performance gain.

Q:

How do I determine where I should set my cooling fan on/off temperatures?

A: There is an option (depending on year, make and Q: For an E-85/Flex-Fuel vehicle, which tuning is right for me? model) that asks if you have installed a low-temperaA: Hypertech tuning is compatible with Flex-Fuel vehicles using E-85 ture thermostat. Selecting the temperature (160 or 180

fuel. The tuning is NOT designed for using E-85 fuel in a vehicle that was not equipped from the OE for Flex-Fuel use. Octane ratings of E-85 fuel exceed those of most premium gasoline blends, and in most cases, a premium-fuel tune can be used with E-85.

Q: How do I determine where to set my shift points?

A: Shift-point adjustments are only in effect at wide-open throttle.

Optimum settings can vary based on the driver’s feel. It is best to start by raising the shift points in each gear in small increments, and test-driving the vehicle. Here are some tips for adjusting shift points: • For Maximum Performance: To optimize shift points for maximum acceleration, the shift points should be raised or lowered in each gear until the quickest acceleration rate is found. The best, and most accurate, way to measure acceleration is at a dragstrip with a timing system. Start out with the stock shift points as a baseline. Adjust the 1-2 shift first, going up or down in 100-RPM increments. Once you have found the shift point that gives you the quickest time, repeat the same procedure for the rest of the gear changes.

• For Driver Feel: Most of the time, shift points can be tailored to the driver’s preference. For example, if the vehicle seems to shift too soon while passing at full throttle, the shift point at that gear change can be raised. The best method is trial and error.

degrees F.) will automatically turn the cooling fan on at the correct temperature.

Q: How can I find my tire’s speed rating?

A: A letter designating the tire’s speed rating is listed on

its sidewall. If this rating is not on the tire, contact the tire manufacturer.

Q:

How do I upgrade my Speedometer Calibrator to an E-CON or Max Energy?

A:

Since the E-Con does not correct the speedometer, we recommend NOT updating to the E-Con. To update to the Max Energy, call our tech line with the serial number and part number on the back of the Speedometer Calibrator (call 1-800-532-3351 or (901) 382-8888).

Q:

Warning lights on the dash started flashing while I was programming—is that normal?

A:

Yes, it is normal for the warning lights to flash while the vehicle is being programmed.

Q: How does the 30-day money-back guarantee work?

A: Simply return the product within 30 days from the date of

purchase and receive a full refund. Please note that the vehicle must be programmed back to stock before the unit can be returned.

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POWER & PERFORMANCE NEWS

RHS Delivers Unrivaled Horsepower & Throttle Response For Your SBC ®

With the latest design updates, bolt-on quality and cutting-edge airflow technology, RHS® Small Block Chevy 23-Degree Aluminum Cylinder Heads are the perfect choice for a variety of performance engines (262-421c.i.) including street rod, muscle car and racing applications. Standard features include a multi-angle Serdi valve job, cast aluminum construction, multi-angle intake and radiused exhaust valve seats for up to 5% more airflow than the competition. These “As Cast” and CNC-ported heads are available fully assembled with top quality COMP Cams® components or in a build-your-own configuration.

• Features include multi-angle in. & radiused ex. valve seats for up to 5% more airflow than the competition • Updated water jacket & port designs deliver increased cylinder head performance & durability CNC VERSIO N ALSO S AVAILA BLE

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PPNDIGITAL.COM

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STORY AND PHOTOGRAPHY BY COLE QUINNELL

SELLING ALUMINUM RADIATORS Selling and installing performance aluminum radiators can be a great way to add business to your business.

In many cases, aftermarket radiators are easy to install and provide a significant improvement in cooling and appearance.

MAKING DIRECT-FIT, UNIVERSAL AND CUSTOM RADIATORS WORK FOR YOUR BUSINESS

When it comes to performance cooling upgrades, it’s hard to beat an aluminum radiator. Customers want them, even if they aren’t completely sure why.

They look great when installed. And the right one can deliver significantly better cooling than a factory composite radiator or older brass and copper radiator. In older cars, changing the radiator can be done in just a couple of hours, and even late-model performance cars can still be managed in four to five hours, including wiring an electric fan.

One of the biggest advantages of selling and installing aluminum radiators is that the product sells itself. Customers often ask about the upgrade, and if there is a problem with their stock radiator, they often immediately jump to a performance upgrade without needing to be convinced.

Customers may need a bit of education regarding modern performance radiator specifications. An old-school performance car would have come with a 3-, 4- or even 5-row brass and copper radiator. The term “row” refers

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POWER & PERFORMANCE NEWS

to the sheet of tubes in the radiator through which the coolant passes.

Most brass and copper radiators came with 3/8- or 1/2-inch tubes, whereas most aluminum radiators use 1/2- to 1-inch tubes. In the ’60s and early ’70s, the only way to add cooling capacity to a radiator was to add more rows. The problem is that this makes for a very thick radiator core that is difficult to pull air through, making it hard to pull the heat out of the radiator and dissipate it to the air.

As aluminum became more prevalent as a radiator core material, manufacturers found that they could use wider core tubes. This increased the contact between the tube and the fins in the radiator and increased heat transfer with a single- or double-row unit, while avoiding the very thick, restrictive construction. This is the standard today in OEM and performance aftermarket radiators.

Most aluminum radiators have side tanks formed from sheet aluminum.

The only variation from this design is the Flex-a-fit aluminum radiator from Flex-a-lite. Lisa Chissus at Flex-a-lite developed and received a patent on the Flex-a-fit side tank design, which uses internal fins that perform as heat sinks by absorbing heat more quickly from the engine coolant. The external fins increase the surface area threefold to transfer heat to the air

more effectively. In fact, these side tanks transfer heat 135 percent more efficiently than a typical aftermarket aluminum radiator tank, and 41 percent more efficiently than a brass radiator tank. The Flex-a-fit radiators also offer simplified installation of the radiator: the T channels in the side tank allow the radiator mounting brackets to slide up and down each channel.

The radiator can be repositioned, both vertically and horizontally, simply by loosening the bolts.

They also are more durable, because the entire channel of the side tank is holding the weight of the radiator, rather than a single boss point. But the primary benefit is improved heat dissipation.

Flex-a-lite has found a 20-degree (Fahrenheit) drop from a conventional 3-row radiator to a Flex-a-fit 2-row radiator and fan combination.

If it’s a popular model, such as a Camaro or Mustang, there will be direct-fit aluminum radiators available that simply bolt in. But you should do some research to make sure that a bolt-in will actually bolt in. Some companies’ bolt-in radiators require drilling or moving items. On the other hand, when companies such as Flex-a-lite say it is a direct-fit replacement, it will bolt in using the existing mounting holes, and it will accommodate anything that bolted to the radiator, such as an overflow tank. Another advantage of the Flex-a-lite aluminum radiators is that they are offered with or without a Flex-alite electric fan pre-installed on the radiator. This does two things: It saves you installation time, and it means that the correct cooling fan for the application has already been chosen.

The next category of fitment for aluminum radiators is universal. These are radiators offered in various dimensions that come with universal mounting brackets. You will need to measure the space available on the radiator core support to determine the maximum height and width of the radiator. Another very important measurement is the distance from the core support to the front of the engine. This will determine how thick of a radiator and electric fan combination you can fit. If the car currently has a belt-driven fan, you can measure to the front of the engine pulley to see how much room you will have with the fan and clutch/spacer removed.

If you plan to retain the belt-driven fan, leave at least an inch between the blades of the fan and the surface of the new radiator to accommodate for engine and body movement. Also know that you will need to build a custom fan shroud to attach to the new universal radiator. That can be very time-consuming, adding to the appeal (and profitability) of choosing a radiator with a highquality electric fan already attached.

Even with the expanding list of direct-fit aluminum radiators, there are even more

Whenever possible, it is best to choose a radiator and electric fan package that was engineered to work together. Many radiator companies offer fan packages. Flexa-lite sends its fans already attached to the radiator, saving shop time for installation.

There are several categories of performance radiators. First is a true bolt-in, such as this Flexa-lite radiator and fan combo for ’82-’92 Camaros.

These bolt in with no modifications to the car, and they include all of the necessary components.

The next category is a universal radiator. This requires you to measure the space available for the radiator (and potentially an electric fan combo). Measure carefully and take notes that will allow you to take advantage of available space, even if it’s not used by the stock radiator.

For example, you may be able to install a much wider radiator than what came in the vehicle stock.

Then compare the dimensions of available universal radiators to find one that will best fit the car.

With a universal radiator, you will most likely need to locate and drill holes in the car’s radiator support to mount the radiator. Flex-a-lite universal radiators come with 90-degree mounting brackets that easily slide up and down the T-channels in the radiator side tanks, making mounting easy and increasing the flexibility of how and where the radiator can be mounted.

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configurations that you or your customer may be looking for. Many radiator manufacturers will have the ability to customize a radiator for specific needs. Making use of the fact that Flex-a-lite builds its radiators in the company’s U.S. headquarters and manufacturing facility, it offers a custom radiator program that lets you dictate many of the specifics. The company offers order forms on its website that lead you through the customization options. Basically, you start with either a cross-flow or downflow radiator design, choosing the overall dimensions of the radiator that will best fit your application.

From there, you can specify a wide range of options: • Choose alternate inlet and outlet sizes, such as 1-1/2 inch or a 1-3/4 inch; • Modify the position of the inlet and outlet on the tanks; • Have both the inlet and outlet on the same side of the radiator; • Choose from a straight or angled inlet and outlet; • Specify a single-, dual- or triple-pass radiator; • Add additional ports, such as a 1/4-inch NPT bung installed in one or both side tanks (these are handy for drain petcocks and also to install one of Flex-a-lite’s zinc anodes to help protect the aluminum radiator from internal corrosion caused by electrolysis); • Add an additional tube in the side tank for a steam tube or expansion tank connection; • Angle side tanks for hood clearance or other obstructions; • Shave sections of the exterior T channels.

Selling and installing performance aluminum radiators is easier than ever. Whether your customer has a popular model for which there are direct-fit, bolt-in radiators, or you have to choose from a universal or custom radiator, there is good profit and customer satisfaction in these upgrades.

A third option is a custom radiator. This allows you to get the fitment you want but accommodate any special needs that the specific application calls for. This is extremely common with engine swaps.

For example, Flex-a-lite makes a direct-fit radiator for ’64-’67 Mustangs (top photo).

People who swap to the popular 302 engine, though, need the radiator outlet on the driver side. Flex-a-lite has accommodated this through its custom radiator program, and has had so many requests that the company now has added it as a new direct-fit part number.

The popularity of the GM LS engine for swaps has had a lot of customers needing radiators with the inlet and outlet on the passenger side. With a cross-flow radiator, this also requires the radiator to be a dual-pass (coolant flows from the passenger side to the driver side and then down and back to the passenger side). A custom-ordered radiator can meet this need, as well as provide the exact diameter of inlet and outlet.

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POWER & PERFORMANCE NEWS

Other custom options include the position of the filler neck, the addition or deletion of a drain petcock, and even angling the bottom of the radiator side tanks. Flexa-lite has order forms on its website that detail all of the options and make configuring your custom radiator easy.

An upsell to consider when installing aluminum radiators is an additive to help protect the aluminum against corrosion. Flex-a-Chill from Flex-a-lite was designed specifically to protect aluminum in the radiator, as well the engine (anywhere aluminum comes in contact with coolant), against corrosion. It’s also racetrack approved!

Not all aluminum radiators are created equally. The Flex-a-fit radiator from Flex-a-lite includes a patented side tank design that helps to pull heat out of the radiator more efficiently. The side tanks are made from extruded aluminum and feature fins on the inside and outside.

These side tanks transfer 135 percent more efficiently than a typical aftermarket aluminum radiator tank and 41 percent more efficiently than a brass radiator tank. The Flex-a-fit radiators also offer simplified installation of the radiator: the T channels in the side tank allow the radiator mounting brackets to slide up and down each channel.

SOURCE FLEX-A-LITE www.flex-a-lite.com

(800) 851-1510

STORY BY JIM HILL

FLAT TAPPET = FLAT OUT WHEN CHOOSING A SYSTEM IS BETTER THAN JUST SPENDING BIG BUCKS

It’s always wise to purchase your new cam in a cam-andlifter kit if possible.

You’ll get the camshaft you want plus the correct lifters to ensure a problem-free installation and easy break-in.

Any knowledgeable engine builder or serious performance and racing enthusiast will agree that a V-8 performance or racing engine will make more horsepower, torque and RPM when fitted with a roller-tappet camshaft.

Okay, but what happens when budget considerations must be addressed, and a more serious “horsepower-per-dollar” approach must be followed? The answer is simple: Forget the roller cam. Instead, focus on the correct flattappet hydraulic or mechanical cam and valvetrain.

So, what’s the big difference? Actually, flat-tappet camshafts have been a major part of production U.S. autos and trucks since their inception, shortly after the turn of the 20th century. Automakers used flat-tappet cams primarily because of their low cost, but also because roller cams and their benefits were not needed until many years later.

For example, cast-iron billet hydraulic or mechanical flat-tappet (often called “flat-face”) camshafts were used in production small-block Chevy V-8 engines beginning in 1955 (the original 265 V-8) and up through the 1985 model year in cars, and 1990 in trucks. After those final model years, GM's Chevrolet Division installed production hydraulic roller cams. It should be noted that for the small-block Chevy, such powerhouse engines as the 1957 283/283HP engine, the 1963 327/375HP engine and the original LT-1 350/350HP V-8 engines all used cast-billet flattappet camshafts. Even today, with electronically controlled fuel injection, engine management systems and high-output ignitions, these engines are considered milestones in highperformance power output, and offer proof of the potential still available in very affordable flat-tappet cams.

On the financial side of the equation, a hydraulic roller or mechanical roller camshaft, roller lifters and the necessary valvetrain components will likely run nearly $1,000 more than a flat-tappet

cam and lifters. That $1,000 could be well spent in purchasing an improved intake system, exhaust headers, ignition, or any number of power-improving components. And, after you’ve laid the groundwork for a powerful engine, a roller cam can be installed at a later date, since you’ve already got the basic gofast goodies in the engine.

So, what’s the difference? Cam companies like to toss around technical terms such as “area under the lift curve” when describing their wares. More simply put, the object of a powerful, reliable and consistent engine is to open and close its valves properly, and in harmony with the engine’s rotating components. Getting this right, and correctly matched to your engine and drivetrain, is what makes a fast, efficient and consistent car or light truck. Best of all, this is just as easily attainable with a basic flat-tappet cam and valvetrain.

To get a handle on our “roller versus flat-tappet” question, we contacted the tech staff at Lunati, a well-known and very reliable source for cams, valvetrain, cranks, rods and pistons for nearly 50 years (Tech Line: (662) 892-1500, Monday-Friday, 7 a.m. to 6 p.m. Central Time; Live Chat is also available online, Monday-Friday, 9 a.m. to 5 p.m. CST).

Headquartered in the Memphis, Tennessee, suburb of Olive Branch, Mississippi, Lunati’s tech help folks agreed to give us an idea of their typical offerings for someone interested in a flat-tappet setup. One welcome point Lunati made right away is its willingness to provide tech help and advice on its products, and how they interface with the other components

These hydraulic flat-tappet lifters are Lunati’s hydraulic race lifters. They are engineered with special internal valving that provides precise operating oil control, thereby increasing RPM with more aggressive performance and racing hydraulic cam lobe profiles.

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that make up a typical engine-drivetrain in a performance car or truck application. They also stressed that maximum performance and satisfaction always come when the entire package of the vehicle is considered, and the cam and valvetrain are selected based on this information. In other words: If you want that “shove your butt back in the seat” feel, pay attention to how you match and assemble your total package!

Lunati offers several series of flat-tappet cams in both hydraulic and mechanical lifter designs. These range from very mild cam profiles for mild stocker engines, to way-out wild profiles, with extreme valve lifts and

durations. Your basic engine and drivetrain (plus budget) will determine which series and particular grind will be best suited for your engine and driving.

Again, don’t try to tackle this without assistance unless you are an accomplished, experienced enthusiast. And, if you are, you already know the value of getting good tech advice from experts, such as those we worked with at Lunati. To give you an idea of the diversity of Lunati’s flat-tappet cam lines, we’ll provide a basic thumbnail description of each.

The hydraulic flat-tappet cams are Lunati’s bread-and-butter offerings. All are available as cam-only, plus cam and lifter kits, and complete kits with lifters, valve springs, spring retainers, pushrods and valve locks. All recommended valvetrain components are available separately, and Lunati offers flat-tappet cams for all popular V-8 engines.

Your new flat-tappet hydraulic or solid cam will likely have increased valve lift and the need for increased spring tension to produce maximum horsepower, torque and RPM. Your cam company will recommend the springs you need. Shown here is a Lunati valve spring kit, which includes correct valve springs, steel spring retainers and machined steel valve locks.

Lunati hydraulic flat-tappet cams: • Lunati BareBones: These are the lowest-cost cams Lunati offers. Despite their low cost, they are dual-pattern profiles, with different intake and exhaust lift and duration numbers, and they are precision ground on automated cam-grinding equipment.

• Lunati’s High Efficiency Series Cams: For increased performance and fuel efficiency with a big increase in low-end and compatibility with OE engine-control computers.

• Street Master Series Cams: For serious Pro Street and some milder ET Bracket race applications.

• Lunati’s Bracket Master Series Cams: For ET racing and really serious street apps. They are intended for well-built engines, high numerical rear-axle ratios and increased stall-speed torque converters.

• Street/Strip Cams: Designed for the classic old-school street-and-strip vehicles that are used for daily driving and weekend ET racing.

• EFI Compatible Series Cams: Designed to increase the powerband of computer-controlled engines in late-model vehicles.

They deliver increased torque, response and vacuum.

• Voodoo Cams: Lunati’s latest series of performance cams. Computer-designed using the latest in lobe-design science, they deliver increased torque, horsepower and RPM. • Supercharger/Nitrous: These specially designed cams are for engines with power-adders such as blowers and nitrous oxide.

They are computer-profile-engineered to squeeze maximum output from these serious power-enhancement systems.

• Drag Race Series Cams: These offer more radical and aggressive lobe profiles for serious engines.

• Oval Track and Oval Track Lift Rule: These specialized hydraulic cams are designed for circle track racing and for specific track-required rules that specify maximum lift specs.

• Factory Performance: These re-profiled hydraulic cams are exact duplicates of the famed factory high-performance cams used in ’60s-era muscle cars.

Lunati flat-tappet mechanical lifter cams: • Bracket Master: Designed for high-performance street and mild ET racing.

• Street/Strip Series Cams: These make great horsepower for moderate street performance and ET race applications. They typically require increased compression ratios and higher numerical rear-axle gearing.

• Street/Strip (Small Base Circle) New Tight Lash 2: Same basic results as Street/Strip with small base circle, for clearance with long-stroke crankshafts.

• Voodoo Cams: The newest series of cams featuring new lobe designs with greater area under the lift curve, for greater torque and mid-range power.

Voodoo cams are available for a wide variety of high-performance street and race applications.

• Drag Race Series Cams: For more serious drag racing applications. A wide variety of cam lobe profiles are available, plus custom grinds.

• Oval Track Series Cams: Designed specifically for circle track racing where increased torque off the corners and increased straightaway horsepower are needed to win races.

• Oval Track Tight Lash: Designed for circle track race applications with Lunati’s tight-lash computer lobe profiles. For lap after lap, endurance applications requiring winning torque and horsepower.

• Oval Track (Small Base Circle) New Tight Lash 2:. Smaller-base-circle cams for connecting-rod clearance in extended-stroke engines, plus newest tight-lash lobe design technology, for circle track racing.

• Factory Performance: These re-profiled cams are exact duplicates of the famed factory high-performance cams used in ’60s-era muscle cars.

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One bit of advice offered by Lunati’s tech guys was to discourage choosing the most radical, wild cam profile shown in the catalog. This is the most common mistake made by novice enthusiasts. Far too many aftermarket cam installations have been ruined by grabbing the “all-out” option and ignoring a less aggressive, milder cam that will actually produce more horsepower and torque with the engine’s real-world components, the drivetrain and chassis it will power.

So should I buy a camshaft only, or the complete kit?

That’s easily addressed by asking whether the existing valve springs, spring retainers, pushrods and valve stem locks (also called “split keys,” “keepers,” etc.) are up to the task of properly and safely functioning with a more aggressive performance aftermarket cam. One rule that should always apply to any flat-tappet cam installation is simple: ALWAYS install new lifters on any flat-tappet hydraulic or mechanical camshaft. NEVER reuse lifters unless they are in perfect condition and were stored so as to be reinstalled on the exact same cam lobe on which they were previously used.

Flat-tappet cams and lifters experience an initial break-in wear pattern that makes them compatible with each other, and each other ONLY. Violating this basic rule will lead to cam-lobe and lifter-face wear, engine damage and possibly major engine failure. With this stated, be sure to avoid the tempting bargains at auto flea markets. Save yourself cash and grief by buying these products new, and from a reputable cam company (like Lunati) or performance retailer.

Another mistake is trying to run flat-tappet (mechanical or “solid”) lifters on a hydraulic cam, or the reverse. These cams are designed and ground with greatly different ramp specifications. Lobe and lifter wear, plus all the above-mentioned problems, will soon follow if this basic rule is violated.

Your cam company tech advisor will tell you if your existing valve springs, retainers, pushrods and valve locks are okay to use with the cam he recommends. If he says you need taller, stiffer valve springs, please heed his advice. He’s not trying to sell you something—he’s trying to ensure that your new high-lift cam will have correct valve-open travel and tension without going into coil bind, where the spring coils close up against each other. Remember that the tech staff folks have loads of experience in this area, and they want you to be happy with how their product performs, so you’ll tell your pals.

Finally, be sure you’re ready to tackle installing the cam and lifters correctly. This means having an adequate supply of cam-and-lifter assembly lube, a bottle of cam break-in lube (Lunati Voodoo Juice break-in additive is a good product), two complete changes of fresh motor oil (synthetics are not recommended for break-in) and quality oil filters on hand.

The installation can be performed by an average person with hand tools. Your cam company can direct you to the basic technical information needed to complete a proper cam and lifter break-in, whether it’s via a printed catalog, brochure or website. Lunati’s website (lunatipower.com) is a great place to pick up all the tips you need.

SOURCE LUNATI www.lunatipower.com

(662) 892-1500 PPNDIGITAL.COM

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STORY BY Jeff HUNEYCUTT

MEGA CLUTCH FOR MEGA POWER

QUARTER MASTER’S NEW OPTIMUM-SR LINE OF HIGH-PERFORMANCE CLUTCHES RAISES THE BAR ON PERFORMANCE It is amazing how far engine technology has advanced in just the last decade. Ten years ago a 500-HP engine was still a pretty big deal.

Now, thanks to highly efficient valvetrains from manufacturers such as COMP Cams and computer controls from FAST and others, engine builders are regularly putting together boosted V8 monsters that can eclipse 1,000 HP without even trying too hard.

The problem comes when that kind of power gets transmitted to the rest of the driveline. As you can imagine, a stock driveline just can’t handle that kind of power, and it isn’t long before clutches and

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POWER & PERFORMANCE NEWS

driveshafts are scattered all over the road or even the dyno-room floor.

Normally, the owner is forced to choose between two options. The first is to switch to a hardcore component such as a full-race clutch.

But race clutches are built for the track, not the street, and in order to maximize clamping force, they also come with a heavy clutch pedal and poor takeoff characteristics. In other words, on the street they will kill your left leg and make driving from stoplight to stoplight a miserable experience. The second option is to stick with an upgraded OEM-style clutch.

But they often fall off well before highly tuned

modern engine packages hit their peak power, and you are left riding around unable to enjoy the full performance of the engine you’ve worked so hard to build.

But now Quarter Master has developed an entirely new street/race clutch with incredible performance characteristics based on its years in racing. Called the Optimum-SR line, these clutches are capable of managing up to 1,000 lb-ft of torque and an incredible 1,400 HP. But unlike a race-only clutch system, the Optimum-SR manages to provide a clutch pedal that still feels like stock and provides smooth takeoffs from stoplights.

“This clutch is derived from all our years racing at the NASCAR Sprint Cup level, as well as (from) high-end road racing in several different professional level series,” says Quarter Master General Manager Jeff Neal. “This isn’t a copy of our race clutch, but we have used a lot of lessons we’ve learned over the years in racing to develop this new clutch. Everything is billet and everything is made in the USA. In fact, we make everything right here in our facility in Chicago, which allows us to keep an eye on everything and ensure the highest quality possible.

“The clutch is designed so that we can tune it to the customer’s needs. We are using the new Optimum-SR clutch in road racing applications like the Continental Tire Sports Car Challenge touring series and having great success with it. We can also take the very same clutch, tune it by changing the friction characteristics and putting a sprung hub in it, and we can give you a very streetable clutch. It’s a very unique capability that only we can offer. You can have the same clutch that teams are racing—and winning—with in different professional road racing series; put it in your Camaro or Corvette and get the same performance but with a street-friendly pedal.”

Those who are familiar with Quarter Master on the racing side won’t be the least bit surprised that the company has come up with something as innovative as the Optimum-SR clutch. In fact, Quarter Master may be the only company with the right high-performance background and engineering muscle to be capable of creating clutch technology this groundbreaking.

Quarter Master has always been involved in racing, but its name comes from its heritage as a chassis builder for drag racing cars.

Founder Ed Stoffels began producing highperformance, multi-plate clutches for race teams in the early ’70s, and the products quickly caught on among top-level stock car racing teams. Today, Quarter Master’s clutches are trusted by the top teams in NASCAR’s Sprint Cup Series, have won multiple championships, and regularly dominate the top of the finishing order. In fact, engine builders such as ECR (Earnhardt-Childress Racing), which builds engines for Richard Childress Racing among other teams, have approached Quarter Master to develop new clutch technologies when their current clutches could no longer hold up to advancing engine power and RPM. In addition to their prevalence in NASCAR, Quarter Master’s clutches also are used by most of the top teams in road racing, asphalt short track racing, dirt short track racing and open wheel racing.

In regard to the Optimum-SR, instead of simply attempting to rebrand a full-race clutch for high-horsepower street cars and calling it a day, Quarter Master went back to the drawing board to create a clean-sheet design.

The company’s engineers determined that the Optimum-SR should be slightly heavier than a full race clutch in order to smooth out engine response. The metallic friction material also has been replaced by an organic “rag” material Quarter Master developed that has a better usable lifespan and displays improved driving characteristics on the street. Other refinements were made to increase pedal feel without reducing the clutch’s ability to hold some pretty intense horsepower levels.

“We’ve done a lot of tuning with this clutch,” Neal says. “We’ve done fine-tuning everywhere you look. We’ve got the right weight ratio. We’ve got the pedal engagement just right. The spring actuation is actually within 10 percent of stock. That’s one of the biggest things. The Camaro racers using the new clutch say they can’t believe how ‘stock’ this thing feels. We’ve also put a couple in some Corvettes for testing, and that’s always among the first comments—how comfortable

this new clutch is to drive and how smooth the takeoff characteristics are. And a lot of that comes from perfecting our pressure plate design, the cover design, the spring rate ratio and things like that.

“This wasn’t just an overnight thing where we decided to make a street clutch,” he adds.

“We’ve got over three years invested into the design and development of the Optimum-SR clutch.”

Of course, there are only so many people out there racing in a professional-level road racing series or who have a street car with 900 HP or more. To make this new clutch useful to more people, Quarter Master offers a single-disc version of the twin-disc OptimumSR clutch that’s perfect for mildly modified LS engines with up to 700 HP. The singleand twin-disc versions are very nearly the same clutch. The main difference is that the singledisc version has one friction disc removed along with the vented floated plate. The leg stack also is shortened to make up for the missing disc, and that’s it. Both clutches are completely rebuildable, so once the friction discs get worn, they can be replaced, thereby eliminating the need to throw out the entire clutch. This also means that the single-disc option can be changed over to the twindisc version if you upgrade your engine to the point that it becomes necessary. So, while the Optimum-SR is definitely a premium clutch, it actually can be quite economical in the long run.

Finally, the Optimum-SR line of clutches is also compatible with Quarter Master’s excellent racing hydraulic throwout bearing.

The bearing is designed for use in NASCAR competition, where eliminating potential failures before they can happen is always a priority. To maximize durability, this unit

is actually spring-loaded so that the bearing won’t rest on the clutch’s spring fingers and burn up. In addition, Quarter Master offers an OEM-style throwout bearing that looks stock but isn’t. “We buy those (stock) bearings in bulk, and the very first thing we do is take them apart and rebuild them to our specs,” Neal explains. “We’ve redesigned the inserts and some of the bearing collars. Essentially, we take out all the plastic bits and replace them with steel components we’ve designed.

The end result is a throwout bearing that looks stock and will fit in any stock application, but the durability and lifespan are greatly improved over any stock bearing.”

Currently, the Optimum-SR clutch is available for most LS-based engines, but Neal says Quarter Master is working to expand the lineup to include Ford’s Coyote engine and others in the near future. So, if you are a professional sports car racer, have a hot rod you like to take to track days or drift events, have a street/strip car or even a street-only ride with more engine than your clutch can comfortably handle, now you actually can have it all. Quarter Master’s Optimum-SR clutch can give your ride comfortable street manners while easily handling all the horsepower you dare throw at it.

SOURCE QUARTER MASTER CLUTCHES www.quartermasterusa.com

(847) 540-8999

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UNDERSTANDING SWAY BARS

A WELL-DESIGNED TUBULAR SWAY BAR PACKAGE IS AN EASY WAY TO IMPROVE HANDLING Until recently, truck owners had limited choices when it came to their suspensions: leave it stock, and suffer through excessively sloppy handling and body roll reminiscent of a rowboat during high seas, slam the truck with drop springs and get a spine-jarring ride, or use an expensive airbag kit that provides a perfect stance but can be costly and difficult to install. One easy way to improve handling and overall drivability is to control body roll and improve traction with aftermarket sway bars, or, as they’re sometimes known, anti-roll bars.

Nearly every truck produced in the last 75 years came equipped with at least one sway bar from the factory, but OEM cost-cutting and ridequality considerations meant most trucks rolled off the showroom floor with very small-diameter bars that kept suspension geometry in check but didn’t do much to control body roll or handling. Luckily, aftermarket sway bar technology has improved dramatically in the last decade, with hollow-tube technology leading the way. Gone are the days when sway bars were produced from extremely heavy solid bar stock. Now, superior CNC bending equipment and precise engineering allow for lighter-weight tubular sway bars that possess the twist resistance of solid bars with a fraction of the weight. Lighter-weight, more efficient sway bar packages are standard equipment on new vehicles ranging from new Silverado pickups to Corvette ZR s and Porsche Turbos.

The key to understanding sway bars in the classic truck market is that well-engineered sport sway bars that are made in the USA by a reputable company will provide more bang-for-your-buck handling improvement and overall fun factor than nearly anything else you can do to your truck, and most kits can be installed with hand tools in a few hours.

1

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POWER & PERFORMANCE NEWS

HANDLING DEFINED Nearly all trucks, new and old, come set up from the factory with significant understeer as a safety precaution. Understeer, also called “push,” is what happens when you enter a turn at a high rate of speed and the front tires howl while the car continues to move forward in a straight line.

Essentially, the rear tires are overpowering the front tires and the vehicle goes straight.

“Oversteer” is when the front tires stick and the vehicle turns into the corner while the rear tires lose traction and the rear of the vehicle tries to rotate around the perimeter of the turn. While dangerous for a novice driver, an experienced hot shoe can control this with the throttle for more aggressive driving.

Sway bars can provide adjustment of driving dynamics like understeer and oversteer by transferring weight to different corners of the suspension as the vehicle navigates a corner. In many cases, adding a rear sway bar when there isn’t one from the factory, or adding a stiffer rear sway bar, can make a system designed to understeer become either neutral or develop oversteer.

Body roll refers to the load transfer of a vehicle toward the outside of a turn. When a vehicle is fitted with a suspension package, it works to keep the tires in contact with the road, providing grip for the driver of vehicle to control its direction. This suspension is compliant to some degree, allowing the vehicle body, which sits upon the suspension, to lean in the direction of the perceived centrifugal force acting upon the car. Sway bars are a part of the suspension specifically designed to address body roll.

Body roll of the vehicle (body and chassis) relative to the ground is not

necessarily bad. Most performance suspension setups try to keep the frame of the vehicle as parallel to the ground as possible to maximize tire contact patch (aka handling). However, completely eliminating body roll also can create a very stiff ride, so finding a balance that keeps the suspension geometry working correctly and the body parallel to the ground (thereby controlling the vehicle’s center of gravity) while also maintaining a comfortable ride is the key.

“Why should I change my anti-roll bars from the stock ones?” Well, it’s pretty simple.

Enthusiasts typically demand more from their cars than the average driver. They need improved handling, increased high-speed stability and better traction. Properly designed and tested anti-roll bars give a car, truck or SUV optimum handling potential and chassis balance. This is accomplished during testing by changing the roll couple (changing the stiffness of the front vs. rear anti-roll bars) to achieve the optimum handling balance—generally, neutral to slight understeer, but it depends on the application and vehicle. Auto manufacturers aim to give the average person the car that will suit most of their needs. If manufacturers install larger anti-roll bars and stiffer springs, and lower the car, they would have many dissatisfied customers. They opt to cut costs, and raise customer satisfaction ratings, by offering a decent, if not mediocre, car.

This leaves considerable room for improvements in the suspension’s performance or “tuning” using aftermarket parts.

SWAY BARS EXPLAINED Basically, sway bars reduce roll and dramatically improve handling. They connect one side of the suspension to the other with attachment points, generally on the lower A-arms and frame (chassis), and twist to limit the roll during cornering. As the truck enters a corner, centrifugal forces create a body roll force. This

This is a pretty standard performance sway bar kit: tubular front and rear non-adjustable bars. Note that the front bar is larger in diameter than the rear, allowing for neutral handling (a larger rear bar would create serious oversteer).

force is limited by the twisting actions of the sway bar. The stiffer the sway bar, the more resistance is extended to counteract the body roll. Too much sway bar stiffness creates excess pressure on the outside loaded tire, causing a loss of traction. Sway bar stiffness is calculated by the force required to twist one end versus the other and is measured in lb-in.

Sway bars work off of torsional force (twisting motion). Therefore, the material in the center of a solid bar plays little role in the resistance of torsional force. With this in mind, hollow bars eliminate some of the center material and move it to the outside of the tube, where it is most effective. In turn, this produces a sway bar that is lighter in weight and just as stiff, if not stiffer, than a solid bar. For example, a 1-foot, 3/8-inch hollow bar is equivalent to a 1-foot, 1/4-inch solid bar. But the 1-foot, 3/8-inch hollow bar is 6 percent stiffer and 43 percent lighter than the 1-foot, 1/4-inch solid bar.

Years ago, most trucks were equipped with only a front sway bar. Back then, the best tires were skinny, with relatively soft sidewalls. Today, people are running modern, super-sticky tires.

These tires produce serious grip and are miles better than yesterday’s race tires. Your truck will be the quickest and most comfortable around a corner, or on your favorite twisty road, with a neutral handling balance. This is achieved when the car is neither loose nor tight (excessive understeer or oversteer), but balanced, with the front and rear tires doing equal work. Provided that the springs are of sufficient rate to keep the car from bottoming out, the handling balance is tuned with the front and rear sway bars. When talking to suspension designers at Hotchkis Performance, they said they typically engineer the largest front sway bar possible that doesn’t overpower the front suspension and then tune (change roll stiffness) with an adjustable rear sway bar.

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This is a real-world example of body roll. The huge gap between the top of the tire and the fender lip, along with the frame being at an extreme angle compared to the ground, means the center of gravity of the truck is shifting, creating a smaller tire contact patch.

This truck has performance sway bars and has minimal body roll going into the corner. Note the minimal fender gaps, and the fact that the control arms and body are parallel to the ground.

Figure 1 shows a chassis with no body roll, and maximum tire contact patch. In figure 2, note that as the vehicle corners and the body rolls, the left spring compresses, the right spring extends, and the tire contact patch changes shape. At the end of the corner, the spring loads will make the truck rocket back the other direction, unbalancing the vehicle and degrading handling.

This simple line drawing explains how the sway bar works. By tying the frame to the control arms, the sway bar forces the frame to stay closer to parallel with the ground and maintains a more consistent tire contact patch. Since the sway bar is really a big spring, it provides enough give that the ride stays compliant.

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POWER & PERFORMANCE NEWS

Some people recommend running a stiff rear spring combination without a rear sway bar. In this case, the heavy spring rate keeps the chassis from rolling, thereby eliminating the need for a rear sway bar. This is fine if the passengers wear kidney belts and interior rattles are no problem— but most truck owners know that a stiff rear spring and an unloaded bed can be brutal on long hauls. For the rest of us, we want a comfortable ride with great handling. Adding a rear sway bar solves the ride-quality issue and creates an optimum handling balance. The rear spring rate can be softer for better ride quality and corner exit traction because the rear sway bar (not the springs) is controlling the rear body roll.

Now that we know sway bar roll stiffness minimizes body roll, to make the truck handle well and remain balanced during cornering, the front and rear sway bars must be tuned to work together. Well-designed sway packages offer balanced handling and are adjustable to fine-tune handling characteristics to the driver’s preference.

The adjustment is accomplished with holes in the sway bar end, which allows the endlink to be positioned in multiple locations, effectively lengthening (softening) or shortening (stiffening) the sway bars. Due to the endlink mounting location and reduced benefits of an adjustable front sway bar, companies such as Hotchkis Performance often design the adjustable rear sway bar to be between a two- and four-hole difference. The adjustment holes give the driver a great tuning advantage because each hole is at least 100 lb-in difference.

HOW SWAY BARS ARE MADE Sway bar manufacturing has been accomplished by various methods throughout the years. The traditional method is to take the raw bar stock and bend it into the shape you want by using a press and bend dies. This is generally a cheap way to make them, and there are several drawbacks to this method. The first is that each bend is done separately. With each bend, the tolerance increases (i.e., inaccuracy), which increases the chance of human error in production. As trucks become more complex, the packaging of the sway bar tightens. There is less room for error, and thus, the part needs to be more accurate to fit in the car. Another disadvantage is that the press bends can add several extreme tooling dents, or “marks,” to the product. Dents such as these are acceptable on a solid bar, but they make the part less attractive. Tubular material cannot be bent in this traditional way.

The press will either kink or crack the tubing.

Companies such as Hotchkis use CNC

Modern performance sway bars are designed in programs such as Solidworks or CAD, starting with factory mounting points and then determining shape, tube diameter and roll stiffness.

In most cases, bars need to articulate independently while still tying the axle or control arms to the frame. This is where greasable bushings and endlinks come into play.

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From left to right: raw bar stock, a factory small-diameter bar, and a performance aftermarket bar. Note the smooth radius bends of the aftermarket bar, which improve strength.

Among the notable design characteristics is the use of four unique lobe patterns on each camshaft. This proven, NASCAR-inspired technology optimizes the valve openings and closings of each cylinder based on the corresponding intake runner length and its flow characteristics.

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Winner Of The SEMA Best New Street Performance Product Award This aftermarket bar (left) is adjustable, with three mounting options for different torsional stiffness settings, versus the stock bar (right). The further in that the endlink is mounted to the center of the bar, the stiffer it will be.

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Every 4-Pattern Cam is 100% CNC-manufactured on a custom, induction-hardened billet steel cam core (with press-on cast distributor gear) that stops performance killing deflection. Each one also includes a Adcole certification that provides exact measurements for every critical spec.

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The best modern sway bars are created by bending high-quality domestic steel bar stock in CNC-controlled benders, eliminating swedges and tooling marks.

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Companies such as Hotchkis Performance then use Laser Vector scanners to check bars from every run during quality control to ensure maximum accuracy.

A set of freshly bent bars is waiting to be finished. Some companies weld cast ends to hollow bars, but a stronger method is to heat and forge the ends from the same tubular bar stock.

After testing, engineers will finalize a design and include specs for bushings, hardware and endlinks.

This is Hotchkis’ Sport Sway Bar kit for the Chevy C10 pickup. Note the unusual rear sway bar design, which is a “blade type” sway bar similar to what’s employed on NASCAR racecars.

Standard sway bar bushing brackets are usually “strap”-style brackets made from pressing a piece of flat steel. Hotchkis recently released these billet brackets, which offer more strength and adjustability thanks to slotted oval holes.

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POWER & PERFORMANCE NEWS

The blade-type bar offers adjustability like a traditional sway bar, but provides more articulation and better packaging options in truck-armequipped vehicles such as the C10.

(Computer Numerically Controlled) bending machines and tubular stock. The CNC does all of the bends in one handling process. Raw material is loaded into the machine, which then goes through a series of motions to produce a smoothly bent part. A computer keeps track of each bend in relation to all the other bends. This produces a very high-tolerance part, typically in the 0.050-inch range or tighter, and with consistent reliability. During the manufacturing run, a Laser Vector inspection system is employed to measure the parts being bent by the machine. This measures the shape of the bar, and compares it to a computer file of the part print. The laser’s computer sends any necessary corrections directly to the bending computer.

This is done because each batch of raw material varies and bends slightly different than another.

TESTING Endlinks are what attach the sway bar to the suspension. In many cases, factory endlinks (top) are very weak and not designed for the loads found in performance setups. Aftermarket endlinks (bottom) such as this Hotchkis unit use heavy-duty hardware and high-performance heim joints.

After sway bar installation, it’s often a good idea to align the truck with a performance alignment.

As with all aftermarket products, sway bar testing procedures can vary from company to company. Some of the lower-end products are simply upsized versions of factory parts with increased rates and are not tested at all. The more high-end components, such as those manufactured by Hotchkis, are rigorously tested at the track and on the street for the optimal balance of handling improvement, driver feedback, adjustability and ride compliance. John Hotchkis says his company uses 200-foot skid pad, 600-foot slalom, road course and street drive tests to ensure every system works correctly.

In the end, a well-designed, lighter-weight tubular sway bar package is the best handling benefit you can bolt on to your classic truck. The next step in the bolt-on handling equation is a set of premium shocks. These will make a world of difference and improve overall suspension performance and ride quality.

SOURCE HOTCHKIS PERFORMANCE

Once your new sport sway bars are installed, you’ll notice reduced body roll, neutral handling and incredible grip.

www.hotchkis.net

(877) 466-7655

VISITING

STEELE RUBBER 55-PLUS YEARS OF FAMILY BUSINESS

pieces and make a mold. We always try to make them as accurate as possible,” she said. She is thinking about retiring in a few years, but she is in no hurry. “I am grateful that I have no major health issues and I am just not sure if I want to stop working yet.”

Steele Rubber Products is a second home for Hord. She knows the people, and the products, and she enjoys making rubber parts. “I enjoy working here; it’s been a good journey. They try to look after their employees. We’ve been through some tough times, like everyone else, but I have never seen anybody get laid off here because of the economy or not enough work. Matt [Agosta] always tries to find something for everybody.”

HISTORY This is a common sentiment at Steele Rubber Products, an automotive weatherstripping plant that manufactures and distributes rubber parts internationally from Denver, North Carolina. It is a small plant, occupying only 5 acres of land, with just 64 employees. Everyone knows each other, eats together and shares a love for classic vehicles and rubber parts that fit.

The company began in Michigan in 1958 as Spinster Co., making stamping die and recreational and racing go-carts, before founder Lynn Steele found a niche in making hard-to-find rubber products for classic cars, trucks and hot rods.

Matt Agosta, Lynn Steele’s son-in-law, is only the second to hold the title of president. Agosta began his career at Steele Rubber Products when the company moved from Michigan to North Carolina in 1975. He

Steele Rubber Products has been manufacturing door seals for more than 55 years. The company story is compelling.

Any business that can last more than 50 years is worth taking a closer look at to see what makes it so special. When you peer into the workings of Steele Rubber Products, something becomes very clear right away: this is a family-run business that treats employees just as well as the family, and everyone truly loves what they do.

We visited recently and took a walk through the building to meet the workers and see how the parts are made. Come with us on this journey— the first things you may notice are red bins of vent window weatherstrip, aluminum core bumper stops and other bundles of rubber parts lying on a table. Gail Hord handles each one individually, trimming any excess rubber with an assortment of scissors and blades. When she is done trimming by hand, she uses the grinding wheel to smooth each part.

Hord is an expert—she is clipping, trimming and buffing with ease.

The machine, her tools and the intricate weatherstripping are all familiar to her experienced hands. This is her 32nd year working at Steele Rubber Products. She spent the last eight years in trimming. Ten years before that, she was in quality control, and the remainder of the time on the production floor. She has worked with every mold that has left the building.

“As of this year, I have spent half my life working here,” she says, laughing. Hord is of average build, about 5 feet tall, and looks like the grandmother you would see in your own family; she is warm, friendly and excited to share work and auto restoration stories. She speaks proudly of her family and two daughters; the youngest was only 9 years old when Hord started at Steele Rubber Products in 1981.

“I am thoroughly amazed at how we can come up with these itty-bitty

Lynn Steele at the milling machine back in the day. Steele Rubber Products started in 1958.

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Gail Hord has worked for Steele for half her life! She could retire soon, but she’s not sure she wants to, as she enjoys the work, and the people she works with.

Here’s a photo of Gail Hord in 1982. The company has grown from a handful of employees to 65-plus now.

MANUFACTURING

Hand trimming is an important aspect of creating products that fit perfectly. Gail Hord has been handling this duty for the past eight years. started as plant manager and then moved to sales and a half dozen other positions, before becoming president.

“Back then it was just Lynn Steele, his wife, two daughters and one additional employee,” Agosta said, describing the Steele Rubber Products that hired him 38 years ago. Lynn Steele was an avid car enthusiast who owned and restored dozens of classic vehicles. Professionally, he was a tool-and-die engineer who tinkered in his garage like many other car guys.

When he bought his 1931 Cadillac and realized there were rubber parts missing that were unavailable on the market, he made them himself. Pretty soon word of his skills and quality of his parts got around, and the orders started coming in.

More than 55 years later, Steele Rubber Products still adheres to the values passed on by Lynn Steele through three generations of Steele family members employed by the company. The weatherstrip is still made by car enthusiasts with a passion for quality parts that fit and last.

“We are car guys—we make the kind of parts we would put on our cars,” Agosta said. “Our philosophy is that a restorer takes a long time to restore his vehicle and then he keeps it for a long time afterward. We make parts that will survive and last the long process.”

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The company has grown and seen many changes. The original outfit was a single building that housed an office, retail counter and three small rubber presses. Without computers, the family kept all records in notebooks, and weatherstripping molds were made from twodimensional drawings and manually milled to create smooth curves and shapes.

Now there are separate departments and buildings on the Steele Rubber Products compound, where more than 12,000 rubber parts are tooled, vulcanized, trimmed, packaged and shipped or sold at the onsite retail counter. With more demand, the company has employed more advanced technology and a larger staff, but the process and goal remain the same. “When Lynn Steele made a part, it was a reflection on him, it was a part of him,” Agosta emphasized. “We still hold to those standards.”

Each Steele Rubber Products weatherstrip starts in the research and development office, where Agosta and New Products Manager Eddie Lail research the number of vehicles made that a particular part will fit, how many hours of tooling will be required, and the cost. If they decide to make the part, an original is ascertained—usually from a customer—and sent to tooling.

Tooling engineers create a digital model of the part using dozens of scans and calculated adjustments. Then a mold is made with a precise three-dimensional CNC machine.

The first part is molded in the production area and several tests are conducted to achieve the correct density and size. Multiple variables are involved in this stage that can significantly change the outcome of a part.

If the temperature is incorrect, the part may be too hard to use, or if the vulcanization time is off by a few seconds, the rubber will be too soft and could tear easily. When the seals are perfected, the part is tested on the vehicle. Usually the customer who initially ordered the part will volunteer his or her vehicle as the first to be tested.

Soon thereafter, the new part will be available for purchase.

CHALLENGES Manufacturing automotive weatherstrip to fit thousands of classic vehicles is one of the more challenging aspects of the restoration industry. Classic vehicles are valued for their unique bodies and detailed characteristics—a vent window or large tail fin can speak volumes about a vehicle and its owner.

Steele Rubber Products carefully considers how each piece is made. The smallest metal, how much flexibility a corner piece has, an extra pin made from the correct material—these are all factors in any part that wears the Steele Rubber Products logo.

The production process has remained the same over the years—molds are crafted from original parts and built by employees in Denver, North Carolina. However, the quality of the rubber compounds and the technology have improved, and, as a result, some Steele weatherstrips last longer than the originals from which they were molded.

A better product is the competitive edge Steele Rubber Products depends on to stand out from the competition. “Rather than concentrating on staying ahead, we focus on meeting the customers’ needs and try to make all the tools our customers need available,” Agosta said.

This is Lynn’s 1931 Cadillac. Most Steele Rubber employees have their own cars that they are passionate about, and many have been used to create new products.

Matt Agosta hard at work researching a new part.

Hundreds and hundreds of molds have been made over the past 55 years.

LEGACY Lynn Steele began making rubber parts more than 50 years ago out of a need to find parts for his restoration. Steele experienced the frustration faced by automotive restorers and used his professional experience as an engineer to create a solution.

Steele passed away in 1994, but his values that shaped the product and the company are still maintained through family and staff.

Steele Rubber Products has become known for making quality weatherstripping using the best material and detailed manufacturing processes.

All parts come with the Steele Rubber Products quality guarantee, which means the company will exchange or accept return items that do not meet the customer's standard.

“We always want to make a faithful copy of a part, configured like the original,” Agosta said.

“Our parts are made of material that will make the product last not 3-5 years, but 20-30 years."

Visit steelerubber.com for more information.

R&D keeps samples to compare for new-product development, trouble-shooting and quality control.

A lot of work and love go into creating a door weatherstrip.

SOURCE STEELE RUBBER PRODUCTS www.steelerubber.com

(704) 483-9343

Tooling is created with a CAD program for the ultimate in precision.

Having a lot of stock on hand is important in order to ensure that customers get what they need quickly.

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DRIVETRAIN TECH TCI HELPS STREET/STRIP ENTHUSIASTS UNDERSTAND DRIVETRAIN TECHNOLOGY

A TCI TH400 transmission.

The transmission and torque converter are the link between the engine and the rear end. The goal is to put the power to the ground, and to keep the engine in the RPM range where it can harness the full extent of that power.

On the street, this is a nice benefit to have, and for drag racers the concept is crucial, making drivetrain components some of the most important parts for getting off the line strong and down the track first.

“In drag racing it’s all about wide-open throttle,” says TCI Technical Consultant Kevin Winstead. “[The transmission] has to hold up to the engine’s peak torque output. It undergoes a lot more stress than a street transmission would ever see.”

TCI began operations in Memphis in 1968 as a modest outfit dedicated to providing high-performance transmission-related parts to a small group of drag racers. From those humble beginnings, TCI has grown to be one of the largest and most technologically advanced manufacturers of highperformance drivetrain products, servicing racecars and street machines alike. Now located in Ashland, Mississippi, some 45 minutes from parent company the COMP Performance Group, TCI continues to set trends and expand its line of quality transmissions, torque converters and accessory parts. Today, 80 percent of the TCI business is devoted to street enthusiasts, with 20 percent dedicated to hardcore drag and circle track racers.

With multiple competition-level transmissions and countless aftermarket drivetrain essentials in the company’s product line, TCI remains at the forefront of drag racing technology. Both the Powerglide and TH400 transmissions from the company have established themselves as the benchmarks in competitive drag racing. Each transmission,

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however, is best suited to specific applications.

The GM Powerglide is 29-1/2 inches long; it weighs between 95 and 115 pounds when built in the OE stock case, and its rotating weight takes about 18-20 HP to operate, depending on the components installed. As a result, the Powerglide is more commonly used in lighter racecars and in applications where traction can pose a problem due to limitations in tires and suspension when compared to power. TCI also suggests that any car making over 1,000 HP utilize an aftermarket case, otherwise the OE bellhousing and rear piston portions of the case can be overstressed and fail.

The 1.82 OE planetary has a limit of about 500 HP, while the 1.76 in the OE carrier can manage 600 to 700 HP. The GM TH400, meanwhile, is 31-1/4 inches long, weighs between 140 and 150 pounds, and takes about 32-36 HP to operate depending on installed components. The TH400, then, is best suited for heavier racecars, those that have substantial traction capability and those that need an extra gear to keep a narrow power band more in sync.

Winstead explains the difference in transmissions this way: “The Powerglide is light, efficient and consistent; it would undoubtedly be the best choice for a bracket car. The TH400 is better suited to either a street/ strip car or really high-end, heads-up racing applications. You would see them in really fast Outlaw 10.5 and drag radial classes as a two-speed. In these applications, the racers typically use second and third gears only.”

The best aftermarket components for any purpose-built transmission are made of high-grade materials and increase both friction and steel clutch

capacity to hold more horsepower. The weight variations in these aftermarket parts are little to none, and sometimes even weigh less than their OEM counterparts, thereby cutting down on horsepower consumption.

Furthermore, lightweight aluminum drums, planetaries and die-cast pans all can be used in order to reduce weight without compromising strength. While these components require a little extra maintenance, they are crucial in reducing weight. Special care also should be taken to make sure friction and steel clutches release properly and do not drag.

Many heavy-duty gear sets and shafts are made from 9310 and VASCO materials, both of which belong to the vaccumelt family of metals.

VASCO materials come in various grades, with some being better for gear purposes and others best suited for input shaft. TCI’s engineers actually hand select the best material for each individual piece.

In addition to the transmission itself, the torque converter also plays a crucial role in the overall drivetrain package—both in racing and on the street.

Jeff Reed is an X275 class racer and twotime event winner with over a decade and a half of driving and wrenching experience under his

TCI Technical Consultant Kevin Winstead at work in his office.

The TCI headquarters in Ashland, Mississippi.

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Jeff Reed’s TCI-equipped 2004 Mustang Cobra.

belt. A TCI employee by day, his knowledge of drivetrains is second to none.

“The torque converter is the brain of the operation,” Reed explains. “It is the key to putting the power to the ground, and if your car features any electronics, you can monitor things like converter slippage. The torque converter provides a lot of great information about how your car is performing.”

Reed’s turbocharged, 400c.i. 2004 Mustang Cobra is equipped with a 9-1/2-inch converter, which is ideal for vehicles that make 1,700 HP like his.

Converter size, however, also depends on application, horsepower and the type of driving or racing for which it is used. “Cars running in normal bracket racing classes usually utilize an 8-inch converter,” he says. “Higherhorsepower, all-out racing applications may even go up to a 10-inch option.”

Meanwhile, other areas of importance lie in the transmission cooling system and shifter.

“A good cooling system should be at the top of anyone’s list,” Winstead says. “That will help transmission life tremendously, whether it’s in a street/ strip car or a racecar. A good transmission cooler and properly sized lines are incredibly important. Also, the shifter has to move the shift lever to the right spot on the transmission, otherwise the shift either won’t occur or it will create a binding condition.”

Where transmission fluid is concerned, the frequency of change is all relative to heat. Engineers at TCI tell customers that it’s always best to run a temperature gauge. If the transmission temperature is staying between 160 and 180 degrees Fahrenheit, TCI recommends that the fluid be changed every 40 to 50 passes. If at the end of a run the transmission reaches the 200to 230-degree mark, measures should be taken to reduce temperature, and fluid changes must be more frequent.

In applications where the racer needs to increase the stall speed by 100200 RPM, a thinner fluid can be utilized. Racers competing in Stock, Super Stock and Comp Eliminator classes will use thinner fluids for ET purposes.

This reduces drag on the rotating components. Conversely, a thicker fluid can be used to reduce the stall speed by 100-200 RPM. Break-in fluid is also critical to the life of a transmission, as it helps minimize wear and the amount of debris inside the transmission itself.

Whether an individual is buying a transmission or torque converter for the street or the track, each one will have undergone TCI’s strict qualitycontrol procedures. Best known is the Triple Testing process.

Step one of the transmission checks is a thorough computerized testing

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Photo By Tyler Crossnoe

of the valve body to ensure proper shifting and correct alignment and positioning of internal components. Next is a full assessment of the internal hydraulics to ensure the highly complex systems needed for the transmission to function are operating correctly. The final test is the elaborate Axiline dyno test, which individually tests each completed transmission by running it through each automatic gear selection and testing for proper shifting sequences and features. The Axiline dyno even prints out a full assessment of the transmission’s operation—a document that accompanies each new transmission when shipped to the customer. All TCI torque converters are also triple-checked and run through a similar set of procedures specifically designed by the TCI engineers to ensure top quality.

Today the informed driver has the opportunity to build their entire transmission

package, and to choose all optional components for their drivetrain, including case, pump, drum, planetary and beyond. More transmissions than ever are being built completely new with the user’s input, from tail shaft to input shaft.

The reasons behind the need for such customization are easy to see when considering the broad range of applications available, and for racers, the classes in which to run them.

Entry-level bracket racers need a transmission that will leave the starting line and run the target number every time, while maintaining its street-driving characteristics. Class racers need something with lightweight components and less rotating mass. The high-horsepower, headsup classes provide the biggest challenge. These classes feature heavy racecars that harness 1,5003,500 HP, all with limited tires and suspension.

As a result, companies like TCI constantly go back to the drawing board to create the best

applications for their customers.

“TCI is in its 45th year as a company,” Winstead says. “We use what we’ve learned over those years and know exactly what materials to use to build all the parts, ranging from gears to Servo, input shaft and clutch assembly. Finding the right combination of parts is one of the most critical build decisions a racer or enthusiast will make. We strongly recommend seeking advice from a trusted source that will be there over the long haul to help fine-tune the setup.”

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TCI manufacturing floor inside TCI headquarters.

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STORY AND PHOTOGRAPHY BY TOMMY LEE BYRD

READY TO ROLL TIPS TO PREPARE YOUR CLASSIC CAR FOR CRUISING

Car show, cruise-in and drag racing season is the best time of the year for a car guy. It allows us to get out and spend our weekends surrounded by like-minded folks who have a desire for making their cars go fast and look good. Some car guys are lucky enough to have a multitude of car shows and cruise-in events nearby, making long-distance drives few and far between. However, it’s quite common to take a few long trips per year, so it’s important to get your vehicle prepared for the road.

Some of these tips might seem obvious, but it’s usually the obvious stuff that results in breakdowns and general annoyances. There’s nothing like the joy of being on the side of the road with every tool imaginable, but realizing you didn’t bring anything to protect your hands from the blazinghot engine—live and learn.

The easiest way to prepare your car for a trip is to make a checklist.

Be thorough about each and every task, so that nothing gets forgotten.

Late-model performance cars certainly have the advantage for the guys who enjoy road trips, because they are very low-maintenance. As long as they have the correct amount of fluids, and enough air in the tires, you’ll likely have an easy trip.

Old cars, especially those with modifications, are susceptible to overlooked items, such as a loose hose clamp, which can ruin your day in a heartbeat. Older cars require special attention, even if you’ve updated it with a modern engine, disc brakes and the like. Regardless of your vehicle’s age, there are important things to remember, so take a look at these tips before hitting the road in your classic or high-performance car.

NUTS & BOLTS

Check every nut and bolt you can reach in the engine bay.

Tighten all clamps to prevent coolant or fuel leaks, and make sure your valve covers are snug to keep oil from seeping out onto the exhaust. Also check vacuum hoses, because nothing is more frustrating than a car that’s running rough due to a dry-rotted piece of hose that you can’t seem to find.

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BELTS, WIRES & FLUIDS

Yeah, this one seems obvious, but it’s very important. Modern cars have belt tensioners built in to the pulley system, but older cars may need the occasional adjustment to take up the slack. Give the wiring a quick inspection, making sure that nothing can make contact with the ultra-hot exhaust. Make sure plug wires are clear of the hot stuff, too. Finally, check all oil, coolant, brake and transmission fluid (if automatic) levels, and you’re good to go.

ROLLING STOCK

It’s important to check your tires and wheels before you set out on an adventure. It might seem like a waste of time, but put a socket on each lug nut and give it a nudge, just to make sure they’re all tight. Shank-style lug nuts have been known to back out and cause some major destruction. Also, inspect your tires for any visible issues. Check the pressure in each tire, and make sure the wear characteristics aren’t unusual.

FUEL

If you’re going to drive any distance at all, you’d better prepare for a fuel stop. Our advice for anyone driving an older vehicle is to avoid ethanol at all costs, but that’s not always possible. Stations with 100 percent gasoline will charge more money, but your fuel system will thank you for it! In the case of a road trip, the ethanol-enriched gasoline isn’t nearly as harmful as using it in a vehicle that rarely gets driven.

HEAT

If you’re planning to drive in the summer, you shouldn’t take a chance if your car tends to overheat. With today’s aluminum radiators and modern cooling systems, coolant temperatures are easier to control, but the moment you hit the highway in a low-geared hot rod, you’ll quickly find the boiling point of your machine. Heat can cause major damage to the engine, so do whatever you can to keep it cool.

THE ESSENTIALS

Whether you’re driving a new performance car, or a restored classic, you should always keep a few items with you on long trips. A jug of water, a fire extinguisher, a straight screwdriver, a breaker bar with (lug-nut-sized) socket and a couple of shop rags. There are lots of occasions when these items come in handy, so consider these the bare essentials.

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CRUISE TOGETHER

A great way to get to your favorite car show or cruise-in is to join a bunch of car guy buddies and make a hot rod convoy. If anyone has problems, there is a crew of people to help out, and it’s just plain fun!

DON’T RUSH IT

If your car isn’t quite ready for its first show, don’t rush it. And though it is engrained in every car guy’s brain that “if it’ll make it around the block, then we’re good to go,” it isn’t a good idea to get in a hurry.

This is when mistakes happen, and when it concerns items such as suspension, brakes or just about anything attached to your car, it’s worth spending the time to do it right.

ENJOY THE RIDE

The main aspect to remember when it’s time to fire up your car and hit the road is to have fun. Take your family with you, eat at your favorite burger joint and enjoy the day. It’s easy to get wrapped up in what could go wrong, but don’t let that keep you from having fun behind the wheel.

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POWER & PERFORMANCE NEWS

Ethanol Corrosion Is A Major Problem & Your Hot Rod Could Be Next.

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Ethanol by itself is corrosive to components like carburetors. These problems are compounded by long-term vehicle storage.

Ethanol Attacks Carburetors & Mechanical Fuel Pumps.

The SoluTion: Driven Carb Defender™ Fuel Additive Carb Defender™ utilizes specially engineered corrosion inhibitors to prevent costly repairs and poor performance caused by the corrosive effects of today’s Ethanol-blended pump gas. This highly concentrated additive also restores performance by cleaning and protecting against power-robbing deposits. Unlike parts store fuel stabilizers, Carb Defender™ was designed for the special needs of carbureted classic vehicles that often spend much of their lives in storage. Simply pour in a bottle of Carb Defender™ with each fill-up for maximum protection from the harmful effects of Ethanol. Carb Defender™ is proudly made in the USA and sold in convenient 6-pack cartons (#70041).

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As A Teenager, You Dreamed Big...

Don’t Stop now.

Big tires. Big exhaust.

BIG powER.

COMP Cams® Products Put Real Hot Rod Soul Into The Car Of Your Dreams.

The teenage version of “you” filled notebook cover after notebook cover with drawings of snarling hot rods that would lay waste to all comers. Fast forward to many years later and you’ve finally built the hot rod you’ve been dreaming about for so long. The paint is flawless. The stance is spot on. There is only one problem. The practical, family-man version of “you” decided to neuter the car of your dreams by installing a soul-less crate engine.

We’re not saying crate engines are bad – we just think they’re a good place to start. That street machine of your dreams just isn’t complete with a crate engine. You know what you want; don’t let others make horsepower decisions for you. The hot rod of your dreams sounded and performed as good as it looked. It had plenty of performance personality and nasty attitude – we call it Hot Rod Soul.

Thankfully, COMP Cams® has exactly the upgrades you need to turn that crate engine into a REAL HOT ROD. Whether you want to be “The Stoplight King” with our powerful Xtreme Energy™ Cams, or make it known you’ve arrived at the cruise-in from blocks away with the lopey Thumpr™ Series, we’ve got you covered with direct-fit cam kits and individual valve train components. Carbs? EFI? Blower? NO PROBLEM. We’ve got exactly the parts you need. They are all built with the latest valve train technology and feature American-made quality to make sure you spend time in your car instead of wrenching on it.

Here’s to Achieving Lifelong Dreams & Living with Hot Rod Soul.

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Our knowledgeable tech staff is eager to help you achieve the exact performance personality you want from the hot rod of your dreams.

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WWW.COMPCAMS.COM • CAM HELP ® 1.800.999.0853 • MEMPHIS, TN

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Phone, live chat, email & social media – we’re easy to reach and we even work weekends.