Power & Performance News Spring 2012

Bed Wood: From Rocks To Riches

Injected Street Hemi How-To

WHO WOULD RACE A BRIZIO ’32?

SHOW CAR TO RACECAR

The Parts You Need, When You Need Them

GETTING DIRTY WITH HYPERTECH

PART # PP2012-1

Right Parts! Right Price! Right Now! The Parts You Need, When You Need Them Volume 3, Issue 1

Aluminum SBC Heads That Stand Above The Crowd LATEST DESIGN UPDATES, BOLT-ON QUALITY & UNRIVALED DURABILITY... NOBODY BEATS RHS®

Don’t Buy An Assembled Cylinder Head Before Asking This Question:

The RHS® Small Block Chevy 23-Degree Aluminum Cylinder Heads set the standard with unrivaled performance, superior quality and our latest design updates.

Perfect for 350, 377, 383, 421 and 434 cubic inch engines, these SBC heads are available fully assembled with COMP Cams® components and ready to bolt-on.

What do you really know about the valve train components included with your new assembled cylinder heads?

• Standard features include multi-angle intake & radiused exhaust valve seats that create up to 5 percent more airflow than the competition • Modified water jacket combined with advanced port, runner & chamber designs optimize cylinder head performance & increase durability • Patented Clean Cast Technology™ provides superior port-to-chamber transitions, optimal airflow efficiency & improved overall casting quality SBC 23-DEGREE ALUMINUM CYLINDER HEADS (ASSEMBLED) Valves

Assembled Part #

Runners

Chambers

Spark Plugs

In.

Ex.

12052-01 12052-02 12053-01 12053-02 12041-01 12041-02 12042-01 12042-02 12054-01 12054-02 12055-01 12055-02 12043-01 12043-02 12044-01 12044-02 12056-01 12056-02 12059-01 12059-02 12045-01 12045-02 12046-01 12046-02 12060-01 12060-02 12062-01 12062-02 12047-01 12047-02 12048-01 12048-02

180cc 180cc 180cc 180cc 180cc 180cc 180cc 180cc 200cc 200cc 200cc 200cc 200cc 200cc 200cc 200cc 220cc 220cc 220cc 220cc 220cc 220cc 220cc 220cc 235cc 235cc 235cc 235cc 235cc 235cc 235cc 235cc

64cc 64cc 64cc 64cc 72cc 72cc 72cc 72cc 64cc 64cc 64cc 64cc 72cc 72cc 72cc 72cc 64cc 64cc 64cc 64cc 72cc 72cc 72cc 72cc 64cc 64cc 64cc 64cc 72cc 72cc 72cc 72cc

Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle

2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.080" 2.080" 2.080" 2.080" 2.080" 2.080" 2.080" 2.080"

1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600"

Valve Train

Max Lift

Bare Head Part #

Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller

.560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600"

12052 12052 12053 12053 12041 12041 12042 12042 12054 12054 12055 12055 12043 12043 12044 12044 12056 12056 12059 12059 12045 12045 12046 12046 12060 12060 12062 12062 12047 12047 12048 12048

Purchasing a set of assembled cylinder heads should provide peace of mind that you are getting superior quality and application matched valve train components. Unfortunately, some cylinder head companies view assemblies as nothing more than an opportunity to increase their profit margin by using inferior quality or offshore valve train components. It stands to reason that the greatest cylinder head design in the world is essentially useless without the proper supporting components. That’s why RHS® utilizes only COMP Cams® valve train components for every cylinder head assembly.

Are they the cheapest option? Absolutely not, but they have proven to be among the very best quality and the most technologically advanced for over 35 years. When you purchase assembled cylinder heads from RHS®, rest easy knowing that you are installing an engineered cylinder head package that has been proven to deliver maximum bolt-on performance and durability.

RACING HEAD SERVICE® 3416 DEMOCRAT RD. MEMPHIS, TN 38118 1.877.776.4323 RACINGHEADSERVICE.COM

8724b

RHS Uses Only Premium Components, Not Mystery Parts Like Some Head Manufacturers ®

S74B

S74P

Bring IT!

S71P

weld Racing Forged RT-s Series

S71B

Whether you drag race, Autocross, Cruise, Road race, or do it all, RT-s wheels meet the challenge

MADE in U.S.A.

Lunati® may not be the biggest valve train parts manufacturer, but we are the most passionate. As a privately owned company, we’re not afraid to do things differently. In fact, we thrive on being different. That’s why when you call Lunati for valve train assistance, you won’t get lost in the crowd trying to get help from a major corporation. Our trained technical service staff offers oneon-one personal assistance to every person who calls in. If you’re not afraid to break from the herd, look to Lunati for superior valve train components.

Three brake pad heights to fit any brake Sizes from 15x3.5 to 20x17.5 3 PC Forged welded construction Lighter, Stronger, and Truer than other wheels Exceeds SAE J2530 standards 15” exceeds SFI 15.1 Requirements Available in common and metric 5 lug bolt circles Call (855) 233-0965 for more information

CONTENTS PRODUCT SPOTLIGHTS

Website: www.ppndigital.com

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

DEPARTMENTS POWER NEWS

6

PERFORMANCE TV/ HORSEPOWER ONLINE

10

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

How One Man’s Innovative Spirit Created a Performance Legacy

FEATURES FROM SHOW CAR TO RACECAR

12

Glen Andrade’s 1932 Hi-Boy

THE RACERS’ COMPANY

16

Lunati Is Back on Top With Great New Products, Product Tech Support and Familiar Racer-Friendly Prices

An Education in Engine Performance

78

WOODN’T IT BE NICE?

82

Bed Wood And Parts Does Its Part for Classic Truckers

62

An Exact Replica of the First Indy 500 Winners, Built by Honest Charley Garage

POWER & PERFORMANCE NEWS

70

Keep the Weather Where It Belongs With Steele Rubber Weatherstripping

A 1964 Fuel-Injected Hemi Dodge Using the FAST XFI/XIM Combo

4

THE 22ND ANNUAL ADVANCED ENGINEERING TECHNOLOGY CONFERENCE

WARM AND DRY

MIGHTY MOPAR IN A PLAIN WRAPPER 60

THE MARMON WASP

87

Quarter Master

QUARTER MASTER

87

How One Man’s Innovative Spirit Created a Performance Legacy

COMP CAMS DuPONT WELD RACING LUNATI HYPERTECH FLEX-A-LITE COKER TIRE POWERHOUSE PRODUCTS RACING HEAD SERVICE FAST BED WOOD AND PARTS TCI AUTO ZEX STEELE RUBBER PRODUCTS DYNAMAT QUARTER MASTER

PROTECTED ENVIRONMENT

24 26 28 30 32 34 36 38 38 39 40 42 43 44 46 48

90

Dynamat Redefines Possibilities in Transportation

ALL-STAR TEAM

94

Progressive Racing Engines Claims COMP/ RHS Engine Builder of the Year Award

CLASSICALLY COVERED There’s More to Hagerty Than Just Insurance

96

GETTING WITH THE PROGRAM Hypertech Delivers What JK Owners Say They Want In a Programmer

PAINT SCHOOL- CROMAX PRO How DuPont Can Make Your Shop Faster and More Profitable

TECHNICAL GETTING WITH THE PROGRAM

20

ENGINE CHECKUP

68

Hypertech Delivers What JK Owners Say They Want In a Programmer

Quick and Easy Ways to Catch Small Engine Problems Before They Become Big Ones

AHEAD OF THEIR TIME

GEARED FOR SUCCESS

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The Creation of SFI “Nitro” Drag Racing Wheels

Selecting the Correct Distributor Gear

WHICH IS BETTER—ELECTRIC OR BELT-DRIVEN FAN?

TCI’s New 6x Six-Speed Trans Provides Strength and Overdrive Efficiency

CURE FOR THE UNCOMMON CRUISE 52

Help Your Customers Make the Best Choice for Their Application

GETTING SCHOOLED ON CROMAX PRO 56 How DuPont Can Make Your Shop Faster and More Profitable

FUEL FLOW BENCH

66

FAST Fuel Injector Calibration Taken to the Next Level

84

34

FLEX-A-LITE CELEBRATES 50th

36

EXCELSIOR STAHL SPORT RADIAL

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POWER

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

Editorial Contributing Editors Matt Emery, Cam Benty

Managing Editor.............. Jennifer McGauley Contributors Stephen K. Anderson Cam Benty Tommy Lee Byrd Matt Emery Jim Hill DAN HODGDON Jeff Huneycutt John Jamros Scott Killeen Cole Quinnell Simon Richards Jeff Smith

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

Art Matt Rust

Power & Performance News Online Online Editor.................... Andrew Lindsey SOCIAL MEDIA...................... ASHLEY BERRYHILL 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 6

POWER & PERFORMANCE NEWS

REPLAY DEBUTS RADICALLY NEW XD1080 The video experts at Replay XD have managed to combine stunning highdefinition video and a wide range of professional camera features into the smallest package on the scene. Featuring a water-resistant, hard-anodized, rugged aluminum housing for extreme adventures, the Replay XD1080, at only 3 ounces, is the smallest and lightest full HD action camera on the market. It’s packed with pro-level audio, live uncompressed HDMI video out in full HD, video playback, external audio line-in, time-lapse photography, and highly configurable image and camera settings.

“We wanted to design a camera that can go places other cameras can’t,” says Replay XD President John Spar. “Whether you’re bombing down the mountain, or setting a fast lap, your Replay XD1080 will always get a solid shot in perfect High Def clarity. The new Replay XD1080 offers even more freedom to capture the action exactly how it happens.”

The new model features color-rich 1080p or 960p HD video at 30 frames per second or 720p HD at 30/60 frames per second for highspeed action. The system packs a crystal-clear non-fisheye, non-distorted 135-degree field-of-view lens and 5-megapixel image sensor. It will allow the addition of widely available lenses, filters and polarizers. Time-lapse photography can be shot in 3-, 5-, 15- and 30-second increments in full 5MP, 2592x1944 printable stills.

In addition to the camera’s best-in-class onboard mic, the Replay XD1080 also has a secondary audio input that allows users to feed audio from their own source such as race radios, LAV mics, iPods and more.

Filmmakers can mic their subjects for crystal-clear audio in every scenario.

The Power and Record buttons are right there on the top of the unit and only require one simple touch. The Replay XD1080 records up to 120 minutes of video on a single charge of the internal Li-Ion battery. It comes with a 4GB micro SD card and can support up to a 32GB micro SD. Replay XD’s years of motorsports and specialty manufacturing experience also inspired the most complete line of optional Pro Mounts, billet aluminum tubular chassis mounts, helmet mounts, single- and multi-camera suction-cup mounts, skateboard mounts, magnet and gun mounts. Replay XD is constantly engineering ways to make mounting and using Replay XD cameras even more effortless.

RePlay XD Stable Imaging Solutions, LLC www.replayxd.com

(805) 480-9800

facebook.com/replayxd twitter.com/#!/replayxd youtube.com/user/TheRePlayXD

POWER

NEWS

THE GREAT CAM GIVEAWAY Lunati to Give Away Free Cams to 30 Lucky Gearheads There’s no such thing as a free lunch, but with a new promotion from Lunati, there is such a thing as a free camshaft, because the legendary performance parts company will reward 30 lucky fans with a camshaft of their choice. If the Lunati Great Cam Giveaway sounds too good to be true, keep reading.

During the first week of the promotion, Lunati will give away six camshafts, followed by two cam giveaways a week for the following three months. The first step to winning the contest is to “like” Lunati on Facebook (facebook.com/TheRacersCompany).

Then watch for contest details, which will be announced every Monday. Cams will be given away for enthusiasts of all types, from drag and circle track racers to hot rod, modern muscle

and more.

To enter t h e contest officially each week, fans will be required to tell Lunati why they deserve a free cam, along with listing the part number of the camshaft they want to win. Specific product information can be found on the Lunati website (lunatipower.com) or by calling Lunati’s best-in-the-business Tech Support Line, (662) 892-1500, to determine which cam profile is best for their engine combination. A panel of experts will read all the stories and choose free-cam recipients each week. Winners will be announced each Friday on the Lunati Facebook page.

NEW GT350CR DEBUTS

The 1965/66 GT350 Shelby was pure sports car. With few comfort features, it took Ford’s “secretary’s car,” as Carroll Shelby would call it at the time, and boosted the performance to true racing status. These cars were to win countless road races throughout the ’60s with their highrevving small-block Ford engines. Looking to relive an era that passed you (or your dad) by? Classic Recreations is offering a little slice of history—and you can park in it your driveway.

According to Carroll Shelby Licensing and Shelby American’s technical staff, each car built at the Classic Recreations facility will leave the shop with an official Shelby serial number and badges and will be included in the official Shelby American World Registry. While the car will appear very close to the original 1966 GT350 cosmetically, it will feature a host of modern mechanical upgrades to give it supercar performance and driving characteristics.

If you want to dream about your own Shelby, visit www.1967fastback.com.

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POWER

NEWS URBAN ASSAULT VEHICLE? VWERKS Red Jacket Firearms’ ‘Special purpose’ Jeep JK8

Really tired of traffic? VWERKS may have the answer.

Venchurs VWerks has debuted the ultimate JK8 built for television stars Will and Stephanie Hayden. VWerks knew that, as owners of Red Jacket Firearms, the pair needed a vehicle that had plenty of room for hardware, could tackle any terrain and was packing some serious firepower. One of the very first 2012 Jeep JK8 builds on the market, the Red Jacket Jeep has been modified with a Mopar Scrambler-inspired bed conversion, Mopar suspension, huge 44-inch off-road tires, custom candyred paint, a bed-mounted cannon, and much more.

“It takes a certain type of person to work in an industry as hardcore as firearms. Will and Stephanie have these badass personalities to match their intense profession, and they needed a vehicle that could mirror that swagger,” says Pat Muldoon, Vice President of Product Development Engineering at Venchurs Vehicle Systems. “I designed this Jeep to be a menacing JK8 and I think—I know—we accomplished just that.” Our question: Is the cannon optional equipment or standard? After making the trip from Louisiana to Las Vegas for the unveil, Will Hayden saw his new Jeep for the first time, and even hung around to sign autographs for fans. The Jeep obviously met with his approval, and fans wanting more will be able to catch the vehicle when it makes appearances in season 3. For more information on the Red Jacket Jeep JK8, visit www.VVWerks.com.

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POWER & PERFORMANCE NEWS

BORED AT YOUR JOB? TRY THIS James Smith Livens Up The Workplace With This Unique Arrival Method James Smith may be best known for his antics driving the yellow Camaro on two wheels in the original “Transformers” movie, but the Washington-based native has plenty of ways to liven up the workplace. With Jason Lewis manning the Go-Pro’s, Smith borrowed a Chevy Sonic outfitted with a full roll cage (actually part of the Astor Spiral Jump stunt completed by Rob Dyrdek for the “Fun Factory” TV show), rolled it up on the ramp and drove through Elia Popov’s J.E.M. F/X shop in Santa Clarita, California.

In reality, Smith had to complete the same driving effort three times in order to catch all the angles for this short film.

Going to work was never so fun.

POWER

NEWS MANX MAKEOVER A 1969 Meyers Manx Dune Buggy that came to Mid America Motorworks with original certification will be on display at Funfest for Air-Cooled VW 2012, June 1–3, at Mid America Motorworks’ corporate campus in Effingham, Illinois. The build began as a challenge to complete a Meyers Manx makeover in two days during the 2011 Funfest for Air-Cooled VW, a challenge accepted by the crew from www.dunebuggyarchives.com. With the second day of the build interrupted by severe weather, VW enthusiast and owner of Midwest Autosavers, Dr. Darby Milnor, will complete wiring, dash and gauges, convert to disc brakes, add an aluminum axle beam and add suspension components to finish the project and get it ready for June.

FORD MUSCLE Ford has announced that the 2013 Ford Mustang will receive new sheetmetal that will make it look more like the current run of Shelby vehicles. Best of all, the Shelby version of the car will return, the GT500 version receiving a major power boost though the enlarged-displacement 5.8-liter engine to the 620hp mark, making it competitive with the Camaro ZL1 and Corvette ZR1.

CHRYSLER CHALLENGE Chrysler will conclude the run of Challengers with the 2013 model year. Fear not, however, as rumor has it that an even better-looking muscle car (is that possible?) will replace the Challenger—code name: ’Cuda. We can’t wait.

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HORSE P OW ER

ONLINE

WHETHER YOU LOVE HOT RODS, MODERN MUSCLE, MUD-SLINGIN’ PICKUPS OR RACECARS, THERE ARE MORE SITES THAN EVER TO SATIATE YOUR APPETITE FOR HIGH-PERFORMANCE CONTENT A few short years ago, there were only a handful of decent sites on the Web for people with a passion for performance, and most were either forums packed with opinion but light on real content, or magazinebased sites with the same articles and photos you saw on the newsstand the month before. Things have changed, and car guys have an unbelievable smorgasbord of car content available, updated daily thanks to new standards set by fast-moving blogs.

We’ve assembled a short list of the newest, coolest, and most distinctive performance sites on the Web today, and they dive into some pretty distinct niches. From manufacturer sites packed with “how to” and tech content to blogs dedicated to everything from slammed sports cars to classic hot rods, we’ve assembled a pretty diverse group. Visit them today, because you never know—this list changes constantly.

SPEED HUNTERS: CAR CULTURE AT LARGE

What started as a side project by EA

Games to promote its Need for Speed video game franchise has quickly grown in the past two years into one of the biggest automotive blogs on the web. Content ranges from drifting and time-attack stories to hot rod, lowrider, car show and drag racing features. A highlight is international event coverage, showing off cool cars from around the globe. The highlight, however, is the photography, which is considered by many to be the best in the business. www.SpeedHunters.com

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.

eGARAGE: AUTOMOTIVE STORYTELLER

This site is unique in that it blends extremely high-quality video, which borders on cinematography, with event coverage, personality profiles and vehicle features. The focus is on anything cool—from the latest Italian exotics to lovingly restored Cobras and vintage racecars to full-blown customs and hot rods. The site is worth the visit just for the video alone, which is stunning in its beauty. eGarage certainly earns its “automotive storyteller” title. www.eGarage.com

CPG NATION

This unique site is the mother ship

for all the COMP Performance Group companies, with content ranging from magazine features and race team insights to racing videos, customer photo galleries, new product releases, tech tips, install videos and more. We particularly like the “Industry Headlines” section, which hosts breaking news from the hot rod business, and motorsports coverage that gives visitors a unique insider’s look at everything from Sprint Cup NASCAR teams to local sprint and late-model racing. www.CPGNation.com

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POWER & PERFORMANCE NEWS

HORSEPOWER ONLINE/PERFORMANCE VIDEOS

LUNATI POWER FACEBOOK PAGE

ROD AUTHORITY

Right off the bat you’re probably won-

This latest site from the gearheads

dering—why did we include a Facebook page on this list? Because unlike most of Facebook, the Lunati fan page is packed with interesting content that is updated daily. From detailed tech stories explaining everything from cam indexing to choosing the right oil, to dyno-pull videos, crankshaft tech, and free product giveaways, this page always has something going on. Check it out now to learn about “The Great Cam Giveaway,” where Lunati is giving www.facebook.com/TheRacersCompany away FREE CAMS.

at powerTV Media is dedicated to hot rods, street rods and customs. Like all powerTV sites, the video content is first class. The tech stories, features and event coverage (with a particular emphasis on Goodguys shows) are all fantastic, and the historic retrospectives (particularly the Mickey Thompson video) are extremely well done. Other highlights include daily breaking news and “Rod Girls,” for those who are into that sort of thing. www.rodauthority.com

PE RFOR MA N CE

VIDEOS MOTOR TREND VIDEO

Magazine publisher Source Interlink

Media has jumped into the video business with both feet, launching a new YouTube channel

filled with fantastic video content. In fact, the channel is more like a TV network than a website, with new shows that include “Hot Rod Unlimited,” “Roadkill” (featuring Hot Rod editors Freiburger and Finnegan on crazy road trips), a racing show called “Head 2 Head,” and a daily automotive news program called “WOT: Wide Open Throttle.” Make it a daily visit. www.youtube.com/motortrend

TECH ONLINE—ALL THE TIME

CPGNationTV.com provides an online

channel for viewers to watch “quick tech” videos, event recaps and more from all of the CPG companies, including COMP, TCI, RHS, FAST, Powerhouse Products and more. Each playlist is specific to the division relative to your interest, making it quick and easy to find the information you are looking for. The site includes a wide variety of videos and is updated often with fresh information, which makes it a great site to visit on a regular basis. www.CPGNationTV.com PPNDIGITAL.COM

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STORY AND PHOTOS BY SCOTT KILLEEN / TEAM KILLEEN

FROM SHOW CAR TO RACECAR

GLEN ANDRADE’S 1932 HI-BOY

Glen Andrade was born into a family with a need for speed, something that is almost expected growing up around Fremont, California. Glen’s father, Elden, in whose honor this 1932 was built, had many boats and a pickup, all of which Glen remembers as being fast! Family weekends in the ’70s were spent racing boats and cars. If they lost a race, Sunday night was spent in the garage rebuilding the engine or adding more modifications so they could win the next weekend. During Glen’s high school years, he and his brother had fast cars and motorcycles while he worked at Hollums machine shop, and his daily driver was a 1969 Z28 Camaro that he raced, which ran in the mid 11s. Glen and his father

A pair of Demon 850 carbs, on top of a 6-71 Weiand supercharger, mated to a 468 Chevy long block, equals about 700 hp, Glen estimates for now. And the sound through the Sanderson headers is music to any car fanatic’s ears.

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POWER&&PERFORMANCE PERFORMANCENEWS NEWS POWER

always used COMP Cams camshafts in their engines, so when this 1932 coupe was built, Glen held true to the family tradition by using many COMP Cams parts internally on the 1932’s 468 Chevy big-block engine.

The blood in Glen’s body is probably measured in a viscosity rating more than a pressure rating.

His mother, Betty, nicknamed him Piston Head! Yeah, Glen even had a tattoo inked on his arm for bragging rights for his mother. The world of cars has never passed him by; even when marriage and kids came about, there was always time for a trip to the old Oakland Roadster show. Glen’s garage walls are adorned with car-show-entry window stickers as proof. In the early 2000s, Glen’s

The drag slicks are 29.5 x 13.5 x 15 mounted on a set of Weld wheels, and the front rubber is sized at 165R15-87, mounted on set of American gassers ET wheels.

In the construction of his chassis, Glen did the fabrication on the business ends while friend Mark Brooks helped out welding all the cross members.

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parents passed away, but not before he had a good talk with his dad, who told him to build a race boat like the family used to have. But Glen was talkin’ straight with his dad and said he would rather build a 1932 Ford. Glen figures the reasoning behind wanting a yellow 1932 Ford coupe was because as a kid he watched the movie “American Graffiti” way too many times.

Glen bought a Superior ’32 fiberglass shell, and with friend Mark Brooks, built “Glen’s ’32 HI-BOY Coupe” in memory of his late parents, plus he was now able to attend car shows from the inside looking out. But while talking to friends at car shows for many years, all the bench racing was getting to Glen, making him remember all the fun he had racing in his youth. At the car shows, someone always seemed to say he had a faster car without putting up numbers to prove it. And so the transformation from show car to racecar ensued for his Hi-Boy Coupe.

Glen used a 454, just as his father would

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POWER & PERFORMANCE NEWS

have, and enlisted APM’s Felix Poth to do the engine’s machine work to make the 454 into a 468ci, along with porting the aluminum heads. The big block uses COMP Cams lifters, springs, retainers and keepers, along with a COMP Cams camshaft PN 11-405-5, which is meant for mild strip use when a blower is being used. The blower is a Weiand 6-71, which is bolted right below two Holley 850 Demon carburetors. Other internal engine parts include KB pistons at a 9.0:1 compression rating, along with gear drives by Summers Brothers.

The Powerglide transmission with TCI valve bodies was built by Galli Racing/Fabrication utilizing a J.W. Performance ultra bell housing for cover, with a J.W. torque converter inside. For the strip, a line lock was added for those tire-warming burnouts, with a Hurst shifter being yanked on to run through the gears in the quarter mile. Larry Menniti set up the race gears in the Dutchman quick-change rearend and also handles all the wrenching at the track so ol’ Piston Head can concentrate on running straight down the track.

The electronics are managed by Mallory and an MSD distributor with a two-step ignition box. Blowing out the spent air from the 468 big block, the exhaust exits through a pair of Sanderson headers with 2-1/4-inch-diameter tubes. Caging Glen in his ’32, Galli Fabrication also built the rollcage for a rated 8.50-second timed run limit. The interior around the caging was done by Howdy, and the dash sports Classic Instruments gauges.

All that powertrain is sitting on top of a couple of stock 1932 frame rails, but that’s where the stock metal stops and the chassis modifications begin. Glen handled all the chassis welding himself, utilizing a rear setup

by Chassisworks with coilover VariShocks and a 4-link setup, including an anti-roll bar. Mark Brooks cut and welded all of the cross members and also painted the entire car, including the chassis. The “American Graffiti”inspired yellow paint is from PPG. The Hi-Boy Coupe will run in the mid 9s all day, with a time slip as proof. Changing his ’32 from a bench-racing show car into an actual racecar has brought back memories for Glen of the racing days with his family.

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STORY BY JIM HILL

THE RACERS’ COMPANY Lunati’s Winning Tradition Is Back

Located in Olive Branch, Mississippi, a convenient suburb of Memphis, Lunati is housed in an efficient, spacious building dedicated to production, packaging and fast shipment of Lunati products, administrative and tech help services.

This is a story about an old, trusted racing parts company that survived a nearly lethal encounter with “corporate America,” ultimately returning to its roots and emerging from the battle stronger than ever.

Lunati Cams was created by a racer who wanted to sell racers and engine builders topquality products at reasonable prices, and sell them “racer direct.” That fellow was Joe Lunati, of Memphis, Tennessee. He had been a very successful weekend drag racer who won two NHRA Nationals titles during his career. In 1968, he sold his racing equipment and went into the racing cam business, grinding “cheater cams” for Stock Class drag racers.

Three decades later, Joe sold Lunati Cams & Cranks to a New York investment group. They bought Lunati and several other benchmark brands, including Holley Carburetor, Hooker Headers, NOS and Earl’s. The new owners quickly ditched the Lunati business model and attempted to “square-peg” Lunati into a “round-hole” unfamiliar to its customers. They responded by seeking other sources.

By 2006, the Holley group was eager to cut

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POWER & PERFORMANCE NEWS

its losses and divest of some of its companies, including Lunati.

An Exciting New Beginning for Lunati The deal was closed in late 2007. The new purchasers were an exclusive group of respected performance and racing industry veterans. Their first order was to restore the Lunati name and product line and return the company to its niche market, serving racers, engine builders and do-it-yourself performance enthusiasts. Along with this “back to the future” re-approach was a basic philosophy of designing, manufacturing and selling only those products that deliver maximum horsepower, torque, rpm and reliability, and are accurately matched to their customers’ race engines.

At the heart of the new reincarnation of Lunati is the racing and performance camshaft and valvetrain components business. Before the previous buyout, Lunati focused its product emphasis on the weekend racer, on both drag strips and circle tracks. That resulted in an extensive “cam grind library” of solidly performing cams that made big power and

won numerous events. Many of these became the “baseline” favorite used by many racers and engine shops.

These cam lobe profiles are again available, but with a twist. Most have been made even better with the use of modern computer cam lobe profile software, smoothing and optimizing cams with already proven pedigrees. Rather than rest on those laurels, Lunati’s new owners took the plunge and jumped deep into the world of the latest computer software, resulting in an entire new series of Lunati cams that are as advanced as the cam designer’s art can create.

All-New Cam Profiles for Even More Power The camshaft lobe profile design and development phase at Lunati is yet another area where the new ownership’s racer roots surfaced. Lunati cam profiles are designed by one

of the industry’s finest cam lobe design professionals. His knowledge of racing cam design extends over several decades, and his skills are amplified with the latest generation in cam lobe profile design software. The new series of Lunati cams is a direct result of this program. In both track testing and dyno evaluation, the results have been nothing short of outstanding, with strong gains in horsepower, torque and rpm. In track tests, drag racers’ ET’s were lowered and trap-speed mph increased, with no other change. Circle track racers on both dirt and paved surfaces report notably greater torque coming off the corners, and stronger power all the way down the straightaways, major improvements for both forms of racing.

Powerful New Cams for Old and New Engines Not only has Lunati’s cam design team created an entire new series of mechanical roller race cams, but they have also paid considerable attention to creating powerful new hydraulic roller profiles that take full advantage in the improvements and increased rpm capabilities of Lunati’s newest hydraulic roller lifters. These new hydraulic roller tappets are lighter, with greatly improved internal valving that increases rpm over stock-design lifters. The new Lunati hydraulic roller cam profiles, coupled with new, extended-rpm hydraulic roller lifters, have taken these popular cams to new dimensions for both factory-equipped and retrofit engines. Likewise, fans of the Ford “Modular” V-8 engine series now have significant new cam profiles available for Ford’s OHC engines that power both cars and trucks.

Chevy’s now wildly successful “LS Series” V-8s also were targeted

by Lunati’s cam design and valvetrain specialists. Lunati now offers a complete new series of the latest computer-designed camshafts— hydraulic roller and mechanical roller— for the LS engines.

Lunati has computer-designed camshafts for a wide variety of engines. Included are hydraulic, flat tappet, mechanical flat tappet, hydraulic roller and mechanical rollers for any application, from mild street through the wildest race cam profiles.

Maximum horsepower output requires a correctly selected cam lobe profile and correctly matched valve springs, spring retainers, valve locks and pushrods. Lunati offers these critical components individually and in matched kits, for any engine.

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Lunati offers precision-made, racewinning roller tappets in both hydraulic roller and mechanical roller designs. Both are CNC machined and designed using the latest Finite Element Analysis software to create the lightest, strongest roller tappets available.

Lunati’s new extruded aluminum rocker arms feature a unique new body shape that lifts the valve off the seat more quickly, starting airflow sooner, for greater horsepower and torque. They feature a needle-bearing trunnion, for friction reduction, and a roller tip, to reduce valve guide wear. Available for Ford and Chevy V-8.

These new cams are available for mild, torque-enhancing street profiles to all-out, big-inch pro race engines, and were developed for EFI systems as well as retrofitted carburetors. No other aftermarket camshaft company has a better handle on the LS engines than Lunati.

Correctly Matched Valvetrain Components Add Horsepower, Reliability Lunati also offers an expanded line of precision manufactured valvetrain components. These products are created from the absolute finest in raw materials, CNC machined to exacting tolerances and heat treated for durability. Included are Lunati valve springs in single, dual and triple spring designs, Lunati machined steel, heat-treated steel spring retainers, super-light, super-strong titanium alloy retainers, and machined steel valve locks for all popular stem sizes. Lunati springs, retainers and locks are available individually or in sets, tension-matched and ready to install. Multi-indexed, full-roller, double-row timing sets also are available for popular V-8 engines. Finally, Lunati chromemoly seamless pushrods are available in multi-piece and swedged-end designs, in stock and other lengths.

Lunati’s all-new, extruded billet aluminum rocker arms feature a uniquely shaped, all-new body design that uses advanced Finite Element Analysis design software to create a stud-mounted rocker arm that actually moves the valve off its seat more quickly. This starts critical airflow sooner and enhances the effect of today’s improved intake systems and cylinder heads. They are CNC machined for accuracy and durability. Trunnions are fitted with tapered needle bearings, which Lunati crankshafts are precision CNC machined from premium 4340 forged steel, fully balanced, and available in stock and extended stroke lengths, for “stroker motor” buildups.

Lunati pistons are made from 2618 alloy forged aluminum, in flat-top, dish and pop-up dome designs with popular ring sets.

Lunati rods are available in both H-beam and I-beam designs. They are CNC machined from 4340 forged steel and fitted with high-tensile-strength ARP fasteners.

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POWER & PERFORMANCE NEWS

reduces side-to-side oscillation and friction and increases horsepower, torque and throttle response while reducing operational oil temperatures over stock-type pivot-ball designs. The machined, heat-treated steel roller tip and axle provide stabilization and reduce valve guide wear.

Cranks, Rods, Pistons: Stock to Big-Inch Strokers Lunati’s line of crankshafts is CNC machined from 4340 steel alloy, with micro-polished journals, nitride surface protection. They also are fully balanced, saving both time and money, and are available for popular V-8 applications in stock stroke and stroker lengths.

Lunati rods are available in both H-beam and I-beam designs. They are CNC machined from premium 4340 steel alloy, forged for strength and durability and fitted with high-tensile-strength ARP rod bolts.

Lunati pistons are made from premium-quality 2618 aluminum alloy, forged for extreme strength, and available in popular ring sizes, configurations and designs. They are available in stock bore sizes plus over bores, and with pin-height locations to match available stroker crankshafts.

Each set comes with 8620 or H-11 Tool Steel pins, in flat-top, dished or raised-dome compression configurations.

All Lunati products are subjected to careful inspection for quality, machining accuracy, fit and finish, as well as strict adherence to the highest standards found in the industry. Lunati knows the cost of component failure, and that the best method of preventing failures is close scrutiny of all product quality.

Racer-Friendly, Send-It-Now Service Culture Everyone wants to go faster and win more, but it becomes easier when accomplished for a few less dollars. Lunati understands, and prides itself on once again offering the finest-quality, fastest products at the most affordable prices.

Lunati accomplishes this by controlling costs in every phase, except, of course, quality. Lunati uses nothing but the finest raw materials, with improved machining and manufacturing, most performed on CNC programmable machine tools. Lunati’s modest Olive Branch, Mississippi, building is long on efficiency, which allows Lunati’s Tech Help and sales staff to answer: “We have it and we can ship it today!” for nearly any order.

The new Lunati website, www. lunatipower.com, is packed with products, and specs, plus highly useful tech information.

Lunati is also on Facebook (facebook.com/ theracerscompany), which meshes well with the new world of racing where laptop tuning has become an everyday tech function for sportsman and professional racers alike.

A complete new Lunati master catalog was released at the end of December 2011.

This nearly 400-page catalog and the Lunati website (lunatipower.com) provide the latest in-depth information on all Lunati products.

The expansion of the Lunati product line, technically knowledgeable product support, fast service and racer-friendly prices have again made Lunati the go-to source for any racer or engine builder.

CLICK

HERE FOR THE NEW CATALOG

LUNATI www.lunatipower.com

(662) 892-1500

facebook.com/TheRacersCompany twitter.com/LunatiPower PPNDIGITAL.COM

19

STORY BY SIMON RICHARDS PHOTOS COURTESY OF HYPERTECH

GETTING WITH THE PROGRAM Hypertech Delivers What JK Owners Say They Want in a Programmer

Big things really do come in small packages. The latest programmer from Hypertech is for the Jeeps, and has programs for not only on-road conditions, but also true off-road realities.

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POWER & PERFORMANCE NEWS

There is a big difference between hearing and listening. Some companies hear what a group of customers say they want, and then try to fit a piece that they already have into that discussion. That is, they hear of an idea and then think about how they could make money from what they already have rather than listen to what their customers actually want.

Hypertech has long been a leading company in the electronic controller market (we have been using Hypertech in the sport truck arena for years), but the company has been looking at markets outside its normal areas. One of those areas is the fast-growing segment of off-roading and rock crawling—and when one thinks of rock crawling, one thinks of Jeep.

There is little doubt that Jeep is one of the most iconic names in American manufacturing. Since their debut some 60 years ago, Jeeps have carried soldiers and civilians alike over rough ground, and for a wide variety of reasons. Nearly since one could buy a war-surplus Jeep, people have been taking them out for fun rides around the countryside.

As with everything automotive, Jeeps have evolved dramatically since they were first built. First equipped with a straight-6 engine, they used basic, one-barrel carburetors. Now they have a sophisticated, computercontrolled fuel-injection system.

Deciding it needed to know more about what its customers actually wanted and needed, Hypertech invited several Jeep JK owners to tell them what they liked and didn’t like about the programmer they were using. All of the popular brands were represented.

Of course, they liked the performance gains of 11 more horses and 24 lbft of torque they got from Hypertech’s Max Energy Power Programmer.

But they also said it lacked some features they really wanted, and, frankly, said there were no programmers available that delivered everything they wanted. So, after months of testing, programming and just pure hard work, Hypertech succeeded in packing more new features tailored to the needs of Jeep JK owners into its Max Energy Power Programmer.

JK owners love to use their Jeep in many ways, and they want to customize their performance programs for everything from highway driving to crawling. Now, instead of having to go through the entire tuning menu when you decide to leave the road for a different terrain, the Max Energy allows you to save up to four different programs that you tailor specifically to whatever options you want. That makes for a quick and easy program transition when time on the trail is at stake.

It’s like this: Let’s say for your daily driving program you choose engine tuning and cooling fan on and off temps only. That’s one programmed option. Then let’s say, for off-road use, you choose engine tuning, idle rpm

Hypertech uses a host of analytical and electronic measuring devices to develop and then test its latest programmers.

Now that’s what we call a focus group! Hypertech wanted to get the lowdown on what Jeep owners wanted out of a programmer, and went to the source to get it. Nice.

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Hypertech knows that most owners won’t simply add its programmer and that’s it. That’s why Hypertech designs its programmers to work in conjunction with other high-performance items.

HYPERTECH PROGRAMMER FEATURES • IDLE RPM: This option allows you to adjust the idle speed for normal driving, and even to kick in automatically when you are using a winch. The cool thing is that the idle rpm for 4LO can be adjusted completely separately from the 4HI/2WD idle rpm, and each setting is adjustable from 700 to 1,800 rpm in 50-rpm increments.

• THROTTLE BODY: Corrects DTCs and engine-idle problems caused by installing the Viper throttle body.

• THROTTLE RESPONSE: This option is a crawl tune and street tune all wrapped into one. You can customtailor the throttle response for 4LO, low, medium and high speeds independently. The throttle response will automatically change to your programmed choice when the transfer case is shifted into 4LO, and at different speeds when in 4H and 2H, based on your selections. Each range is independently adjustable from minus 50 percent to plus 50 percent, in 5 percent increments. And Hypertech already tested some settings in some modded Jeeps and saved those preferences as the “Hypertech” settings and marked them with “HT” in the programmer. This is an exclusive feature offered only by Hypertech.

• TPMS: Allows for adjustment of the tire pressure threshold from 2 to 100 psi that

triggers the warning for front, rear, or all tires.

Hypertech also has added Off-Road Quick Commands that are non-programmable features but are performed on-the-fly with the programmer plugged into the diagnostic port while the vehicle is running. These features include: • IDLE OVERRIDE: Allows instant adjustment of the engine idle speed when you need full power

and throttle response. That would be your second saved program. You could even save another tune with a lowered top speed and detuned throttle when you let your teenager borrow the Jeep for the weekend (as if!). Hypertech has made it easy to change programs quickly, and you even get to name your own tunes (we like the sounds of “Hill Killer” and “Rock Crusher”), so you can remember the settings at a glance.

You can have any combination of features for four different quick and easy programs.

There are some features that are common to all Hypertech programmers that can also be found in the new Jeep-specific Max Energy programmers, such as the ability to adjust the top speed limiter, the rev limiter, and the cooling fan on and off temps; recalibrate the speedometer and odometer; and read and clear trouble codes.

Another popular feature of the Max Energy is that it can easily be updated via the Internet. Plugand-program is the new norm, and Hypertech is right there. In fact, this new JK feature package is a free update for current Hypertech users.

So, when you decide to get off the road and get into the mud or rocks, or let someone borrow your Jeep, all you have to do is plug in the Max Energy and quickly select (by name) your custom tune and the Max Energy will automatically program your Jeep with the features you saved. No more having to go through the entire menu just because you want something different. The chosen program installs in minutes and you’re ready to have fun. And we all know that fun is one of the best things to have.

from your alternator for winching or welding.

• FAN CTRL: Manually override the engine cooling fan operation. Keep it on or turn it off

regardless of engine temperature.

• TRACTION CTRL: Eliminates the factory traction control, so you can control your throttle and braking.

There are also two options just for Rubicons:

• SWAYBAR: Extends the operation of the electric sway bar disengagement to 4Hi and 2WD modes

up to 25 mph and in 4LO up to 18 mph.

• LOCKING CTRL: For more power to all four wheels, you can choose to lock front and rear differential lockers in 4WD Low, 4WD High, or 2WD mode.

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POWER & PERFORMANCE NEWS

SOURCE HYPERTECH www.hypertech.com

(901) 382-8888

Give Your LS What It Needs To Reach Its Full Potential NEW DESIGN GENERATES MAXIMUM AIRFLOW & COMBUSTION EFFICIENCY FOR ALL-OUT LS POWER

• Fits RHS® LS Race & GM LSX Blocks • 100% CNC-machined runners optimize volume, atomization & velocity

RHS® Pro Elite™ LS7 Cylinder Heads with a 12° valve angle are the aftermarket’s first high performance LS-style head to feature a raised intake runner design that fits stock and aftermarket LS7 intake manifolds and valve train setups. Other advancements include CNC-machined runners, improved clamping and an upgraded water jacket design. Available bare or fully assembled with premium COMP Cams® valve train components, no other head gives your LSpowered hardcore street application the volume, atomization and velocity it needs to leave the competition in your rear view mirror.

Bare Heads Part #

Runner

Chamber

Spark Plugs

Assembled Valve Size

In.

Ex.

2

• .400" Raised rail & 100" raised ex. port fit stock or aftermarket rockers & manifolds

Valve Train

Max Lift

Valve Springs

Part#

Material

1

Hyd. Roller

.660"

26925

713

CS TS

Part #

Retainers

54501

291cc

69cc

Angle

2.200"

1.615"

54501-05HCS

54501

291cc

69cc

Angle

2.200"

1.615"

54501-06STS1

Hyd. Roller

.675"

26926

1779

54501

291cc

69cc

Angle

2.200"

1.615"

54501-06STI1

Hyd. Roller

.675"

26926

779

TI

54501

291cc

69cc

Angle

2.200"

1.615"

54501-06TTSX2

Hyd. Roller

.675"

26926

1779

TS

54501

291cc

69cc

Angle

2.200"

1.615"

54501-06TTIX2

Hyd. Roller

.675"

26926

779

TI

54501

291cc

69cc

Angle

2.200"

1.615"

54501-06TTS3

Hyd. Roller

.675"

26926

1779

TS

54501

291cc

69cc

Angle

2.200"

1.615"

54501-06TTI3

Hyd. Roller

.675"

26926

779

TI

With Manley lightweight hollow stem stainless intake valves and severe duty solid stainless exhaust valves.

With Manley titanium intake valves and Inconel exhaust valves.

3 With Manley titanium intake valves and titanium exhaust valves.

1

• .750" Thick deck surface & reinforced rocker rail increases integrity & stability

8892z

1.877.776.4323 R ACI N GH E ADSPPNDIGITAL.COM E R V I CE . COM

23

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PRODUCT SPOTLIGHT

COMP Cams

twitter.com/COMPCams youtube.com/COMPCams

www.compcams.com

(800) 999-0853

COMP CAMS

THE NEW GOLD STANDARD COMP Cams’ Ultra-Gold ARC Series Aluminum Rocker Arms

The next generation of COMP Cams Ultra-Gold ARC Series Aluminum Rocker Arms has arrived and features new design updates that take the popular line of rockers to a whole new level. COMP Cams has revolutionized valvetrain performance again with the next generation of Ultra-Gold ARC Series Aluminum Rocker Arms, featuring an arced, recessed and contoured design.

Using cutting-edge design techniques and manufacturing processes, Ultra-Gold ARC rockers increase engine power, enhance valvetrain stability and improve oiling while fitting under stock valve covers.

Ultra-Gold ARC rockers feature a new extrusion based on improvements developed through FEA analysis, resulting in a stronger, stiffer body without compromising mass.

A new arced channel and contoured top give the rockers the best strength-to-weight ratio possible. The body has additional CNC contouring to improve clearances for valve covers and springs. Manufactured entirely in the U.S.A., all Ultra-Gold ARC Series Aluminum Rocker Arms feature a spring oiler channel through the body for improved lubrication.

Trunnion retaining clips have been replaced with an ultra-durable spiral-lock-type clip. Stress-relieving radii have also been added to areas of the body, trunnion and pushrod seat insert.

BEAUTY FOR THE BEAST COMP Cams’ LS Front Covers

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POWER & PERFORMANCE NEWS

More than just an attractive engine addition, COMP Cams’ LS Front Covers are uniquely engineered for LS1, -2, -3, -6 or -7 engines, along with the RHS LS Race Block featuring the raised cam height setup, and all other OEM or aftermarket GM LS blocks. Each part number fits both the applicable RHS LS Race Block and the other LS-style blocks.

Designed for high-performance street/strip applications, COMP LS Front Covers are built to fit with double roller timing chains and highpressure/high-volume oil pumps, with no grinding or other modifications needed. The covers include provisions for an easy bolt-on timing pointer and external crank trigger, and unlike other aftermarket covers, this one comes with a gasket and crank seal. The covers also are compatible with any brand’s regular big-block Chevy crank trigger kit.

MSD IGNITION COMP CAMS

MOPAR CAMS—IT’S JUST A PHASE COMP Cams’ Chrysler Hemi Phaser Camshafts, Limiter and Lock Kits Chrysler’s Hemi engine has revolutionized modern Mopar muscle cars, a reliable and powerful engine that delivers great performance and versatility. COMP Cams’ new patent-pending Hemi Phaser Camshafts with Phaser Limiter Kits and Lock Kits enable the use of aftermarket grinds utilizing Variable Valve

Timing (VVT) technology to draw even greater power from this popular engine. This innovative kit allows the camshaft to deliver torque at low engine rpm while maintaining horsepower when operating in high-rpm ranges.

Currently available only as a custom grind, these billet-machined COMP Cams camshafts are engineered tough enough to handle the full assortment of modern Hemi engines, including 5.7L, 6.1L and 6.4L displacements.

Their unique, no-springs-required design maintains piston-to-valve clearance while enabling high-performance camshaft lobes utilizing VVT, making them perfect for Dodge Challengers, Dodge Chargers, Chrysler 300s, Jeeps, Dodge trucks and Mopar crate engines.

The new COMP Cams Chrysler Hemi Cam Phaser Limiter Kits limit cam phasing range to 14 crank degrees (seven cam degrees) to safely allow up to 0.619-inch lift cams with VVT. Phaser Lock Kits are also available.

Off-the-shelf Chrysler Hemi Phaser Camshafts made from a billet core will be available soon.

LOCK IT DOWN COMP Cams’ Three-Bolt Cam Lock Plate For LS Engines The last thing you want to have happen when your engine is running is to have the cam timing slip, which almost certainly results in major engine damage. The COMP Cams ThreeBolt Cam Lock Plate for LS Engines protects your engine by preventing cam bolts from backing out during high RPM. The COMP Cams Three-Bolt Cam Lock Plate for GM Gen III/IV LS engines uses an innovative and easy-to-install design to prevent cam bolts from backing out at any RPM level or load. The durable steel material and design stand up to increased stress from racing applications, and the included heavy-duty bolts will not strip or break.

Featuring bendable locking tabs and special high-strength bolts, the Three-Bolt Cam Lock Plate for LS Engines is an easy and affordable way to help protect your engine. Simply install the plate and the included bolts and bend the tabs out to lock the bolts into place. It’s that easy.

PPNDIGITAL.COM

25

PRODUCT SPOTLIGHT

twitter.com/DuPont_News

DuPONT

www.upgrade2water.dupont.com

PERFORMANCE COATINGS

http://www.youtube.com/DPCRefinishSystems

www.pc.dupont.com

DuPONTPERFORMANCE COATINGS LAY IT ON THICK WITH DUPONT PRIMER SURFACER

DuPont’s Cromax Pro is the perfect way for shops to stretch their material dollars, and now LE 3004S 2K Primer Surfacer is the perfect way for them to start off a paint job.

DuPont LE 3004S 2K Primer Surfacer is designed for collision shops that require a high-build, easy-to-apply and sand primer-surfacer. Sometimes a heavy-duty primer is needed for those tough jobs, and this primer is designed to provide excellent fill capacity. Its sturdy composition is the foundation for high-quality, lifetime warranty repairs.

Available in a 2.1-lb/gal container, the LE 3004S 2K Primer Surfacer is ready to spray right out of the can. It will last in the booth, too, as it has a pot life of 45 minutes.

So, thanks to the ability of Cromax Pro to be applied quickly, the LE 3004S 2K Primer Surfacer will be ready to go even after multiple jobs.

SEE CLEARLY NOW WITH DUPONT CLEARCOATS DuPont Refinish introduces three new, standard-setting 2.1 VOC clearcoats designed for use with DuPont Cromax Pro waterborne basecoat. These three new clearcoats join DuPont’s popular LE 5100S Multi-Panel Clear to form a complete line of 2.1 VOC products that truly rival the performance of National Rule products.

DuPont ChromaClear LE 5400S Snap Dry Clear has very low overspray and very fast, dust-free attributes. LE 5400S is designed to provide outstanding cure rates under air-dry and express-dry processing conditions. It is ideal for panel and multi-panel repairs in air-dry conditions or low-bake conditions, with good gun gloss and excellent assembly time.

DuPont PremierClear LE 8300S Productive Clear was developed for high-volume shops that need “premium” appearance with optimal productivity on panel and multi-panel repairs. This clearcoat is designed to increase production by maximizing vehicle throughput to achieve immediate vehicle delivery. DuPont PremierClear LE 8700S Premium Appearance Clearcoat is for shops that need “premium” appearance on large-area repairs. LE 8700S produces a glamour clearcoat finish that will meet the most demanding customer expectations. It offers excellent application, buff-ability and appearance under bake-processing conditions.

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POWER & PERFORMANCE NEWS

MSDDuPONT IGNITION

SEAL THE DEAL WITH DUPONT PRIMER SEALER When shops need the ability to repair a small piece in a hurry, but to do the job so that it will last, they reach for DuPont’s trio of LE 3010S/LE 3040S/LE 3070S Primer Sealers. These primer/sealers are designed to give collision shops exactly what they are looking for: excellent flow and leveling for spot, panel and overall repairs.

This sealer is designed to deliver exceptional topcoat holdout and minimal overspray during application, while at the same time providing customers with the promise of the DuPont name.

DUPONT CROMAX PRO WATERBORNE BASECOAT DuPont Cromax Pro is the most productive, easiest-to-use waterborne basecoat collision repair system. With no flash time between coats, high hiding coverage and faster drying times, Cromax Pro makes it possible to refinish more cars faster than ever before.

Extensive hands-on training from DuPont makes transitioning to Cromax Pro as smooth and simple as possible. More than just a VOCcompliant basecoat, Cromax Pro is an opportunity to improve productivity and profitability.

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PRODUCT SPOTLIGHT

WELD RACING Weld Racing’s RT-S Line

Weld Racing’s RT-S Line of Forged Aluminum Wheels Features Classic Muscular Style and Today’s Technology in One Wheel

Weld Racing introduces its RT-S line of forged aluminum wheels. The two designs, the S71, a traditional “Weld-Star” design, and the S74, a sophisticated multi-spoke design, make up the initial RT-S style offering. The wheel sizes range from 15x3.5inch to 20x17.5-inch. The forged billet centers have three choices of brake caliper clearance, so you can use anything from drum brakes to billet six-piston calipers. Vehicle applications cover classic 1930s hot rods to 2010 muscle cars, and all are forged from primary aluminum alloys in the U.S.A. The quality alloys in the wheels polish to a brilliant shine and resist oxidation better than other alloys. The option of black anodized centers with milled highlights adds choices and appeal. The RT-S is a true do-itall street performance wheel with the ability to perform well in road racing, autocross, drag racing, and street or hot rod performance applications.

The RT-S wheels are three-piece forgings whose rim shells are manufactured in-house by Weld Racing. Beyond the unmatched array of widths and offsets, the centers are available in three mounting-pad heights to fit your mild to wild brake package while maximizing the depth of the outer wheel lip for the application. Weld RT-S wheels are available in widths to 18 inches to accommodate monster tires. Each design is modeled in 3D and then tested with F.E.A. and destructive testing in Weld’s own facility to ensure your safety. Capable of handling 1,200hp, 1.2-second 60-ft. times, 1,580-pound loads, and very high speeds, these wheels are the answer to today’s powerful and sophisticated hot rods and street machines.

Weld Racing Dually Truck line Weld Racing Enters the Dually Truck Wheel Market Weld Racing is proud to introduce the new Weld Racing Dually Truck line of forged aluminum wheels for dual-rear-wheel truck applications. Intended specifically to meet the needs of the truck owner, the new wheel line will be initially available in 17x6.5-inch and 19.5x6.75-inch sizes. The wheels were designed and engineered to surpass SAE requirements to meet loads up to 3,500 pounds using 37-inch-diameter tires and tested for verification in Weld Racing’s in-house testing lab, a capability unique to Weld Racing in the wheel aftermarket. With proven forged alloy durability, 10 clean and varied styles, and two finishes to choose from, the Weld Racing Dually Truck line offers great value for those who use their trucks hard, tow valuable cargo with them, and want to look great doing it.

Weld Racing dually truck wheels are direct-bolt 8-lug wheels forged from primary 6061-T6 aluminum alloy. Another unique feature of Weld Racing’s dually truck wheels is that they are not reversible, but dedicated to the front or rear of the truck.

This allows Weld Racing to incorporate cosmetic designs using the entire wheel face, removing the “bus” wheel appearance of other brands. The one-piece hot forged machined billet provides strength, ductility and the lowest possible weight for the load requirement.

Made in the U.S.A., like your dually truck, equipping your dually truck with Weld Racing wheels shows everyone you know trucks and don’t cut corners when it comes to important features and quality.

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POWER & PERFORMANCE NEWS

MSD IGNITION WELD RACING

Weld Racing Introduces Forged Aluminum Trailer Wheels Weld Racing is proud to introduce the new Weld Racing Trailer line of forged aluminum wheels for trailer applications. Intended specifically to meet the needs of the truck owner, the new wheel line will be initially available in 16x6.0-inch. The wheels were designed and engineered to surpass SAE requirements to meet loads up to 3,750 pounds using 32-inch-diameter tires and destructively tested for verification in Weld Racing’s in-house testing lab. The enormous strength built into every Weld Racing Trailer wheel makes concerns about wheel durability while towing heavy loads or parking a multiple-axle trailer a non-issue. With proven forged alloy durability, 10 clean and varied styles, and two finishes to choose from, the Weld Racing Trailer line offers great value for those who use their trailers hard, tow valuable cargo in them, and want to look great doing it with wheels that match the Weld Racing Truck wheels on the tow vehicle.

Forged from primary aluminum alloys in the U.S.A., as are all Weld Racing wheels, Weld Racing Trailer wheels are stronger and truer than other brands. In addition to being exceptionally strong, they also are up to 40 percent lighter than wheels of comparable strength. The quality alloys in the wheels polish to a brilliant shine and resist oxidation better than other alloys. Where coatings are applied, the 6061 alloy provides a stable base for a long-life finish.

Weld Racing Sportsman Drag Racing Wheel Leading-Edge Technology at a Great Value Weld Racing is proud to introduce the new Sportsman Drag line of forged aluminum drive wheels for drag racing. Intended specifically to meet the needs of the Sportsman racer, the Sportsman Drag wheel will be available as a limited offering of Weld’s most popular sizes, features and options. The Sportsman Drag provides a competitively priced wheel that includes many of the high-line features of Weld Racing’s dominant Pro Series, resulting in a great value.

Drawing from the styling cues of Weld Racing’s “Alumastar” professional drag racing design, the

Sportsman Drag wheel will be available with a polished or machined black anodized center, in 15x16-inch and 16x16-inch sizes, with or without double Bead-Locs. The Sportsman Drag is available in the popular 5x4.5-inch and 5x4.75inch bolt circles at backspaces of 4 or 5 inches.

The Sportsman Drag wheels will be available with gold, black or polished conventional BeadLoc rings. In addition, the 15-inch double BeadLoc wheels will be available with conventional rings, or DBMT rings for tires with the “curb guard” sidewall or bead bundles measuring less than 0.660 inch in width.

WELD RACING www.weldracing.com

(800) 788-9353

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facebook.com/TheRacersCompany

PRODUCT SPOTLIGHT

twitter.com/LunatiPower youtube.com/LunatiCams

LUNATI RADICAL ROCKERS Lunati Voodoo Aluminum Rocker Arms Lunati Voodoo aluminum rockers are easily installed, bolton power adders that deliver a proven horsepower, torque and response increase for any engine. Voodoo aluminum roller rockers feature a friction-reducing, needle-bearing-supported trunnion that locates the trunnion axle, reduces side-to-side operating oscillation and greatly reduces power-robbing friction. That means increased horsepower and torque, improved throttle response, increased engine-operating efficiency and improved engine-idle vacuum.

Small-block Chevys and Fords can add even greater horsepower with higher-than-stock ratios, which increases valve lift, torque and horsepower. Each Voodoo rocker is fitted with a precision-ground roller tip and axle, for low friction, precision roller contact and reduced valve stem tip wear. All steel components are precision machined and heattreated for added strength and wear resistance.

Each set of Voodoo rockers comes complete and ready to install with machined-steel, locking adjustment nuts, for positive valve lash

RACE-READY LIFTERS Lunati Direct Pressure-Fed Mechanical Roller Lifters

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POWER & PERFORMANCE NEWS

adjustments. Voodoo rockers are designed for extreme valve spring pressures and radical, high-lift cams, and are warranty protected for up to 100,000 miles of usage. Each rocker is clearance-machined for extreme-lift cams and large-diameter valve springs. Lunati Voodoo rockers are CNC machined from aircraft-quality, heat-treated, extruded-billet aluminum, for maximum strength and durability and to reduce valve-lift-robbing deflection.

Lunati Voodoo aluminum rockers are engineered for drag racing, circle track, marine or road course endurance racing, as well as for muscle cars and serious street performance, and they are made entirely in the USA.

Lunati’s direct pressure-fed mechanical (“solid”) roller lifters feature an exclusive design that feeds pressurized oil directly to the critical axle and wheel. This oiling ensures significant increases in durability and lifespan for one of the most highly stressed components in any racing engine valvetrain. Lunati direct pressure-fed roller lifters are perfect for serious race engines that require the finest in valvetrain components.

Each Lunati direct pressure-fed roller lifter is manufactured from highest-quality premium steel, precision CNC machined to the most exacting tolerances, and heat treated for increased strength and wear resistance. The lifters feature a vertical guide bar that precisely links two lifters together for perfect alignment. Lunati’s unique, heavy-duty rivets tie each pair together for race-winning reliability. Each lifter body is fitted with CNC-machined, polished axles and wheels that are heat treated for durability. Lunati direct pressure-fed mechanical roller lifters are compatible with standard height and +0.300-inch increased height. Centered pushrod seat locators and 0.180-inch offset versions are available.

Applications are available for small- and big-block Chevys and Fords, as well as Chrysler applications.

MSDLUNATI IGNITION

SIGNATURE SERIES VALVE SPRINGS Maximum Valvetrain Control Plus Round-Winning Reliability

No single race engine component is more critical than valve springs. Lunati’s Signature Series valve springs deliver maximum performance plus reliability, for round after round winning in pro or sportsman drag racing.

Signature Series springs feature finest-quality, chrome silicone, steel alloy spring wire, carefully inspected and cleaned to eliminate dirt and foreign matter. Each spring is precision wound to exact print specs, micro-shot peened, to relieve surface stress risers, and carefully heat treated, for reduced tension loss. Selected Lunati Signature Series springs are also nitride processed, for added valve lift loading and increased spring life. These premium valve springs are the finest available for any drag racing application.

Signature Series springs are available in a variety of designs and outside diameters to suit any engine application. Included are: single springs, with flat internal dampers in 1.260-inch OD; dual springs, with and without dampers, from 1.300 inch to 1.625 inch OD;

and triple springs, in 1.645-inch to 1.725-inch O.D. Signature Series valve springs are also available in “Beehive” design.

These are made from a unique ovate-shaped, multi-arch wire that places additional material on the inner diameter of the spring, for greater tension and spring life.

Lunati Signature Series valve springs are sold in tensionmatched, hand-inspected sets, ready for installation. They also are available in complete Signature Series valve spring kits that include tension-matched Signature Series springs, machined steel or titanium valve spring retainers, and superstrength, heat-treated 7- or 10-degree valve locks.

LUNATI www.lunatipower.com

(662) 892-1500

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PRODUCT SPOTLIGHT

HYPERTECH

twitter.com/HypertechTuning

www.hypertech.com

(901) 382-8888

HYPERTECH HYPERTECH MAX ENERGY POWER PROGRAMMER: MORE POWER WHEN YOU WANT IT When you need maximum power, you need Hypertech’s Max Energy Power Programmer. Whether you run diesel or gas, Hypertech’s Max Energy Power Programmer is the “no compromise” performance tuner that delivers maximum power and, more important, increased fuel efficiency.

Users claimed gains of 2 to 6 mpg.

Sure, power gains of up to 175 hp for diesels and 54 hp for gas are great, but the Max Energy Power Programmer also allows for improved transmission shifting, has All-Stage Maximum Tow-Safe Power, and reads and clears DTCs with just the push of a button. This unit is legal in all 50 states and comes with a 30-day, money-back satisfaction guarantee. Hypertech’s Max Energy Power Programmer is Internet updateable and available for most 1996-2012 Dodge, Ford and GM cars, trucks and SUVs.

HYPERTECH’S E-CON POWER PROGRAMMER GETS YOU FARTHER DOWN THE ROAD If the high price of fuel has you down, then you need Hypertech’s E-CON Economy Power Programmer. The E-CON Economy Power Programmer is available for gas and diesel engines, and users report a 2- to 6-mpg increase in fuel mileage, even when towing heavy loads. Considering the cost of fuel today, those savings can really add up.

The E-CON is designed for the driver who needs better fuel mileage and more power, but doesn’t want to pay for other high-performance features available in Hypertech’s Max Energy Programmer. Every E-CON is programmed with Hypertech’s Max Energy Tuning, Diagnostics, and Back to Stock options. It is Internet updateable and can be upgraded to a performance-featured Max Energy.

Every Hypertech unit is legal is all 50 states and they all come with a 30-day, money-back satisfaction guarantee. All Hypertech programmers have the ability to correct the speedometer/odometer for non-stock tire sizes, adjust the shift firmness with automatic transmissions, and read and clear Diagnostic Trouble Codes (DTCs) or “check engine” lights.

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POWER POWER & & PERFORMANCE PERFORMANCE NEWS NEWS

MSD IGNITION HYPERTECH

HYPERTECH’S MAX ENERGY POWER PROGRAMMER: HOW TOW CAN YOU GO? Hypertech is not just blowing smoke when it says its new Max Energy Power Programmer is the definitive hand-held tuner for diesels. The Max Energy puts more power and torque into turbo diesels, yet owners report improvements in fuel mileage of 2 to 6 mpg.

The Max Energy not only will pay for itself but will also save you more the more you drive. Diesels mean towing power, and thanks to the Hypertech Max Energy Power Programmer, a 2009 Dodge 6.7 Cummins saw an increase of over 223 lb-ft of torque; a 2010 6.4-liter Ford Power Stroke delivers a gain of 188 lb-ft of torque; and a 2012 Chevy 6.6 Duramax delivers 40 hp and 63 lb-ft of torque over stock tuning—the most power for towing, period!

With Hypertech’s exclusive Tow-Safe, 3-Stage Tuning, the Max Energy Power Programmer can safely be used at all levels—even the highest power setting— while maintaining safe EGT levels. In contrast, competitors’ diesel-tuning devices require drastically reduced power levels for towing. And all Hypertech programmers have the ability to correct the speedometer/odometer for non-stock tire sizes, adjust the shift firmness with automatic transmissions, and read and clear Diagnostic Trouble Codes (DTCs) or “check engine” lights.

HYPERTECH’S MAX ENERGY SPORT POWER PROGRAMMER: ADD MORE SPEED TO YOUR MAZDASPEED3

Turn your MazdaSpeed3 into a rocket with Hypertech’s Sport Power Programmer by adding a whopping 66 hp and 27 lb-ft of torque to the 2010-2011 2.3 Turbo MazdaSpeed3.

Hypertech’s Max Energy Sport, with push-button technology, not only optimizes horsepower and torque, but also offers specific features for your make, model and year, so you can personalize your vehicle’s performance to suit your specific needs. Plus, the Sport has specific Hypertech tunes that enhance the performance of the top 11 popular air intakes and provides an additional 0.5 psi of boost with no sacrifice of turbocharger efficiency. This leads to a decrease in turbocharger air temperatures. Its plug-push-and-go installation takes less than 15 minutes and does not require any tools or a laptop.

The Max Energy Sport has a 30-day, money-back satisfaction guarantee and is legal for sale and use on the street in all 50 states. Hypertech’s Max Energy Sport is Internet updateable and, as with all Hypertech units, it has the ability to correct the speedometer/odometer for non-stock tire sizes, adjust the shift firmness with automatic transmissions, and read and clear Diagnostic Trouble Codes (DTCs) or “check engine” lights.

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PRODUCT SPOTLIGHT

facebook.com/Flexalite

youtube.com/flexalitecooling

twitter.com/flexalite

flex-a-lite-blog.com

FLEX-A-LITE

Flex-a-lite Releases New Automotive Catalog

Flex-a-lite celebrates its 50th year as a performance cooling manufacturer with its new automotive catalog. The 2012 catalog features 42 new part numbers, including radiators, electric cooling fans, Mojave heater, oil coolers, Flex-a-Chill radiator additive, and promotional items. Flex-a-lite products continue to be manufactured in the United States, and product specifications such as dimensional information, amp rating, airflow, and amp ratings are included in the new catalog.

Flex-a-lite’s Flex-a-Chill radiators are featured with and without electric cooling fans pre-mounted at the factory. Both top-flow and cross-flow direct-fit applications are included for Camaro, Mustang, and over 30 years of Jeep applications.

Custom-build radiator forms are included, as well as more than 130 popular performance applications.

Flex-a-lite’s 50 years of history as a performance cooling manufacturer is included, as well as other company information such as warranty, component parts, frequently asked questions, and marketing materials available. The new catalog also includes “how to choose” directions for radiators, electric fans, belt-driven fans, and oil coolers, as well as complete product specifications.

An electronic version of the catalog can be viewed on the company website at www.flex-a-lite.com.

Flex-a-lite Introduces Direct-fit Automatic Transmission Cooler for 2010-2011 Camaros Owners of 2010-2011 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 diminish the performance of an automatic transmission, and will cause durability issues. Flex-a-lite’s direct-fit system mounts a 7-1/2x14x3/4-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. The transmission cooler is made in the USA and includes Flex-a-lite’s unique Turbulators, which are inside the cooler tubes to increase the heat transfer from the fluid.

The direct-fit transmission cooler was designed to work with Flex-a-lite’s allnew Flex-a-fit radiator and electric fan (PN56488) combination for the 2010-2011 Camaro, and it can be used with the original radiator and fan and replaces the original cooler in the stock radiator.

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POWER & PERFORMANCE NEWS

MSD IGNITION FLEX-A-LITE

Flex-a-lite Celebrates 50 Years of Makin’ It in the USA This year, Flex-a-lite celebrates 50 years of making performance cooling components. The company has been family owned during that entire time, and continues with the third generation of family at the helm.

Flex-a-lite continues to innovate new products; in fact, the company has developed 105 new part numbers since the recession hit in 2008. Forty-two new items in the past 12 months include radiators, electric cooling fans, Mojave heaters, oil coolers, Flex-a-Chill radiator additive and promotional items, all of which are featured in Flex-a-lite’s commemorative 50thanniversary catalog.

Flex-a-lite has extended its line of Flex-a-fit radiators with patented side-tank design. The latest additions are for 2010-2011 Camaros and 1973-1986 Jeep CJs, bringing the total number of Flex-a-fit radiator applications to more than 130.

Flex-a-lite is looking forward to developing the next 50 years of performance cooling innovations, and as it engineers new products, you can bet that the company will still be makin’ it in the USA!

FLEX-A-LITE 50TH ANNIVERSARY TOUR Flex-a-lite is hitting the road during the summer of 2012 to celebrate 50 years of Makin’ it in the USA! The Flex-a-lite 50th Anniversary Tour will span 50 days with stops at automotive enthusiast events and major product distributors throughout the Midwest.

The tour will be marked by a specially prepared 2010 Camaro, motor home and trailer. The Camaro will feature one of the latest Flex-a-lite products: the Flex-a-fit direct-fit radiator and transmission cooler. The rolling display will be a combination of historical milestones from the company’s legacy and its newest products that demonstrate the commitment to performance cooling.

• 50-day tour will bring history and new products right to customers and distributors at busy summer automotive events.

• Flex-a-lite has been family owned for 50 years, and continues to build its performance cooling business with products made in the USA. • The company now offers more than 130 Flex-a-fit radiator applications in addition to a full line of electric cooling fans, belt-driven fans, transmission coolers, Mojave heaters and more.

The planned tour dates and stops include:

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

(800) 851-1510

June 18: Kick-off party at Flex-a-lite World Headquarters; Fife, WA June 22: Premier Performance; Rexburg, ID June 26: Speedway Motors; Lincoln, NE July 6-8: Goodguys PPG Nationals; Columbus, OH July 10: Summit Racing; Tallmadge, OH July 12-15: NMRA/NMCA Super Bowl of Street Legal Drag Racing; Joliet, IL July 16:Winner’s Circle; Joliet, IL July 17: VSI; Hammond, IN July 19-20: Motor State Distributing; Watervliet, MI Aug. 2-4: Street Rod Nationals; Louisville, KY Aug. 6: Meyers Distributing; Jasper, IN Aug. 7: P&E Distributors; Goodlettsville, TN

In addition to this 50-day tour during the summer, Flex-a-lite will have its mobile museum and latest products on display at the SEMA Show in Las Vegas, October 30 through November 2, 2012.

The company has been family owned during all of its 50-year history, and continues with the third generation of family at the helm.

Innovation and making it in the USA will continue at Flex-a-lite. Since the recession hit in 2008, the company has developed 105 new part numbers.

Forty-two new items in the past 12 months include Flex-a-fit radiators, electric cooling fans, Mojave heaters, oil coolers, Flex-a-Chill radiator additive and promotional items, all of which are featured in its commemorative 50th anniversary catalog.

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PRODUCT SPOTLIGHT

facebook.com/cokertireco

Coker Tire

twitter.com/cokertireco

www.cokertire.com

youtube.com/cokertireco

(866) 513-2744

COKER TIRE BFGOODRICH SILVERTOWN RADIAL REDLINE During the heyday of the muscle car era, whitewall tires slowly disappeared on the high-performance models, being replaced with a 3/8-inch red stripe that most folks knew simply as a redline tire. Coker Tire took this classic design and applied it to a modern radial to create a tire for all sorts of muscle cars. With several sizes to fit 14-, 15- and 16-inch wheels, the line of BFGoodrich Silvertown Radials offers lots of variety, and plenty of vintage muscle car flavor, without the poor handling characteristics of a bias-ply tire.

Coker’s BFG radials are made in the USA with very high-quality control standards. Each tire is tested for roundness before it leaves the factory, and preliminary structural testing ensures a quality tire for your muscle car. BFG Silvertown Radials feature a raised 3/8-inch redline, which is built into the mold, making this a true redline tire from the factory.

FIRESTONE INDY TIRES Although vintage Indy racecars are few and far between, the desire to rebuild and/or replicate memorable Indy cars is becoming more common.

Coker Tire stepped up to the plate by building brandnew tires for these vintage racecars, using original Firestone drawings as well as original tires as a guide.

Brand-new molds were built, and the tires were manufactured right here in the USA. Several sizes were made to fit different popular eras of Indy racing.

The newest offerings in the Firestone Indy tire lineup are the 9.20-15 and the 12.00-15, which are designed for mid-’60s Indy cars. The tires were also used on some LeMans-style cars, but they were mostly used on open-wheel cars. The new Indy tires feature a four-ply nylon construction and a flawlessly authentic appearance to offer the perfect finishing touch to a classic Indy car restoration.

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POWER & PERFORMANCE NEWS

MSD IGNITION COKER TIRE

MAGNUM 500 WHEELS You may know that Coker Tire is the world’s leading supplier of tires for collector vehicles, but you should also know that it offers an extensive line of wheels for muscle cars, hot rods and classic restorations. In conjunction with Specialty Wheel, Coker Tire offers this diverse selection and gives its customers free mounting and balancing when they buy tires and wheels together.

One of the greatest muscle car wheels of all time is the Magnum 500, and Coker offers it up in several different sizes from OEM spec to custom applications. Available in sizes from 14x6 to 17x8 inches, the Magnum 500 features high-quality chromeplating and detailed painting in the lugwell stampings. Each wheel is made in the USA and rigorously tested to ensure you get a perfect round and true wheel. Combine this with one of Coker’s many muscle car tires and you have a winning combination!

EXCELSIOR STAHL SPORT RADIAL Coker Tire caters to collector car enthusiasts around the world, and one of its latest innovations is the Excelsior Stahl Sport Radial—a tire that offers the looks and sizing of a bias-ply tire with the handling performance of a radial. These tires are geared toward vintage rally cars, high-end luxury cars from the ’20 and ’30s, as well as hot rods. The tall-and-skinny profile, along with a narrow tread pattern, gives it the appearance of a bias-ply, while the inner structure features radial construction.

These tires are DOT and ECE approved and they’re perfect for big-n-little combinations on hot rods. With more than 20 sizes to fit 16- to 21-inch wheels, the Excelsior Stahl Sport Radial is quite diverse, and goes great with a set of Coker’s Hot Rod Wire wheels.

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POWERHOUSE/RHS facebook.com/PowerhouseProducts

PRODUCT SPOTLIGHT

twitter.com/PowerhouseTools

POWERHOUSE PRODUCTS START ’EM SAFELY

Powerhouse Remote Starter Switch How many times have you been working on an engine and required the assistance of someone to sit inside the car and bump the starter over with the key, or worse yet, been showered with sparks when you used a screwdriver to short across the starter solenoid? We’re happy to say those days are over.

With the Remote Starter Switch from Powerhouse Products, you can safely and easily start your car from under the hood all by yourself. Attach one clip to the car battery and one to the starter solenoid. Then simply press the button to start your car from under the hood.

The clips are rubber coated to eliminate shocks and accidents. A long cord reaches under the car so you’ll never be short of wire no matter where you are within the vehicle. The starter’s durable push-button handle will stand up to the abuse of shop life and last for years. This is a must-have tool for any project that requires frequent starts. Adjusting valves will never be a two-man job again.

POWERHOUSE PRODUCTS www.powerhouseproducts.com

(800) 872-7223

RACING HEAD SERVICE IT’S A MATTER OF DEGREE RHS Pro Elite 23-Degree SBC Aluminum Cylinder Heads

RACING HEAD SERVICE www.racingheadservice.com

(877) 776-4323

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POWER POWER & & PERFORMANCE PERFORMANCE NEWS NEWS

facebook.com/RacingHeadService twitter.com/RHSWins

Few engine components “move the needle” with regard to increasing engine performance more than adding the correct performance cylinder heads. RHS has made a name for itself offering a wide variety of iron and aluminum heads for street to high-end racing applications.

Adding to the extensive line of dyno-tested components, the engineers at RHS recently designed a 23-degree aluminum head for small-block Chevy applications that is CNC-ported from the factory for precision accuracy and durability. The CNC-ported 228cc intake and 82cc exhaust runners optimize volume, atomization and velocity, while the 69cc combustion chambers are CNC-ported to relieve valve shrouding that occurs in “as cast” chambers when the edge of a valve is in close proximity to the combustion chamber wall.

The 2.055-inch multi-angle intake and 1.600-inch radiused exhaust valve seats allow for superior airflow and power generation. In addition, these 23-degree SBC heads feature a refined water jacket for better water flow that reduces engine hot spots, while an extra-thick deck allows angle milling and improves head gasket retention in boosted and nitrous applications.

MSDFAST IGNITION facebook.com/FASTWins twitter.com/FASTEFI

FAST INJECTION GOES OFFROAD FAST EZ-EFI 19721991 Jeep CJ/YJ 4.2L/6-Cylinder Kits Fans of offroad vehicles know the benefits of fuel injection over carburetion for handling extreme climbing angles and high-altitude trekking. But for early Jeeps with carbureted engines, a fuel injection conversion was a costly and difficult upgrade‌until now. Luckily for you, FAST has introduced a great new alternative that is reasonably priced and very effective.

FAST brings the award-winning EZ-EFI technology to carbureted 4.2L/6-cylinder Jeeps with all-new kits engineered that easily bolt on and work with the unique requirements of Jeep applications. The kit includes

an adapter plate, a two-injector, 4-barrel throttle body, weatherproof ECU, wiring harness, hand-held device and all components required for installation. Of special note, the exclusive FAST adapter plate for the throttle body eliminates the need to replace or modify manifolds for truly easy, bolt-on EFI. Using EZ-EFI technology, the system is completely self-tuning; no laptop or tuning experience is necessary. Once the system is installed, it tunes itself as you drive. Perfect for highway or off-road driving, these kits are available with either an inline or in-tank fuel pump.

UNDER PRESSURE FAST Endure-X EFI Racing Hose Fuel lines are often the weakest link in any fuel injection system.

FAST takes the worry out of fuel line failure with its Endure-X EFI Racing Hose, the first and only fuel hose developed to handle the harsh racing conditions of fuel injected engine applications.

The Endure-X EFI Racing Hose from FAST is not just another fuel line hose. Capable of handing up to 150 psi and compatible with most popular fuels, the Endure-X hose meets or exceeds all fuel injection SAE standards.

The kink-resistant hose features dual linings to ensure proper fuel delivery in a safe, reliable manner. The hose’s outer lining is reinforced with super-duty braids for tear and puncture resistance, while the inner lining ensures smooth, consistent fuel flow and eliminates leakage.

Featuring a super-tight bend radius and designed to withstand extreme racing temperatures, the hose is sold by the foot, so you can buy as little or as much as you need. The Endure-X EFI Racing Hose from FAST is designed specifically for racing EFI and available for either submersible/in-tank (100 psi, SAE 30R10) or external/standard (150 psi, SAE J30R9) applications.

FAST www.fuelairspark.com

(877) 334-8355

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PRODUCT SPOTLIGHT

Bed Wood And Parts

facebook.com/BedWood

www.hubgarage.com/mygarage/bedwoodandparts/vehicles/37098

twitter.com/bedwoodandparts

www.bedwood.blogspot.com/

youtube.com/user/BedWoodforTrucks

www.bedwoodandparts.com

(270) 424-3000

BED WOOD AND PARTS Bed Wood And Parts Offers More Exotic Woods

Bed Wood And Parts, a manufacturer of quality Bed Wood kits for trucks, customs and hot rods, is now offering six additional exotic woods. Bed Wood was already the leader in wood offerings for truck bed kits, but it has upped the ante with even more exotic woods from which to choose.

With more than 40 domestic and exotic woods, it might be difficult to choose the ideal wood for your project. The newest woods offered by Bed Wood are Burmese Teak, Iron Wood, Iroko and three types of bamboo. Each wood has a distinctive color, grain and appearance. The exotic woods offer the builder an alternative to the standard look of oak while offering your project a durable and usable bed.

These new woods, and all woods offered, can be ordered in a pickup kit, custom fabrication or as a RetroLiner. These woods are unique, and the bamboo is a sustainable wood product that is ideal for the market’s “green” footprint. The wood has a look and grain that enhances the vehicle’s image. Many builders have already begun using the bamboo, including one customer who is using it on his SEMA display truck. Bed Wood is committed to offering products that are green and renewable.

Bed Wood and Parts Now Gives Any Truck Enthusiast the Chance to Have the Classic Look of a Wood Bed Bed Wood and Parts has developed a complete Bed Wood kit that will outfit any modern truck with the quality and good look of wood. The RetroLiner is available for most pickups, SUVs, Crossovers and the muscle-car-era El Camino and Ranchero. The kit is a complete system that requires only one tool (included) and requires no cutting or drilling. The RetroLiner converts any metal truck bed to a classic and durable wood surface, without damage to the original steel.

Each of the RetroLiner kits is custom built to order and precision cut to exacting tolerances. Made in America and constructed for the utmost in style and durability, Bed Wood ensures that every kit fits perfect by employing state-of-the-art computer-aided design (CAD), 3-D modeling and digital measurement procedures. Bed Wood offers the RetroLiner in a variety of over 40 exotic and domestic woods. The wood is kiln dried, stabilized and pre-cut to fit more than 200 late-model applications.

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POWER & PERFORMANCE NEWS

IGNITION BEDMSD WOOD AND PARTS

EZ Rub, a Conditioner for Your Bed Bed Wood has developed its EZ Rub Fortified Penetrating Oil, a deep conditioning oil that seals and protects the wood. It keeps the shine sealed in while repelling the dirt and grime that attack the wood.

“The EZ Rub oil finish is another product that will assist our customers with a complete installation of the fine wood products that we produce,” says Jeff Major, president of Bed Wood and Parts. Custom woods are open to the elements and must be properly protected to ensure a quality appearance. Bed Wood EZ Rub is an effective way to provide a natural look and protection for the wood bed of any vehicle. Specially formulated to apply evenly, the natural oil will penetrate the surface of the wood. When applied as directed, EZ Rub will provide a natural, long-lasting finish that protects the bed against the elements, provides two levels of UV protection and inhibits both mold and mildew.

Bed Wood And Parts Aluminum Hidden Fastener Strips Bed Wood And Parts has released another in its series of innovative BedStrips. BedStrips are polished, extruded-aluminum strips with hidden fasteners for securing bed wood in early-model trucks. The BedStrips are custom-cut for each specific OEM or custom application and feature a show-polished finish that is clear anodized for durability.

Previously, BedStrips have been offered in just two distinct styles, the “Double-Hump” and the “Speed Bump.” Now Bed Wood has released a smooth, sleek and clean look called the “Flat Top.” These extruded strips complete the look, fit and finish of any Bed Wood kit. Aside from improving the look of your wood, the BedStrips will securely align your Bed Wood kit. The show-quality strips with the hidden fasteners ensure a clean, smooth style that will enhance the bed of any truck. All BedStrips are made in America.

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TCI facebook.com/TCIAuto

PRODUCT SPOTLIGHT

twitter.com/TCIAuto

TCI

TCI

www.tciauto.com

(888) 776-9824

ULTRA-STRONG TORQUE CONVERTERS TCI Power Adder Optimized Torque Converters for 2005-2010 V8 Mustangs

Power adders such as superchargers, turbochargers and nitrous oxide require complementary products that are up to the power these extreme systems generate. TCI’s Power Adder Optimized Torque Converters have been tailored to the requirements of 2005-2010 Ford Mustang GTs that feature these power-enhancing modifications.

Designed specifically for modified 2005-2010 V8 Ford Mustangs, these torque converters feature furnace-brazed components, billet front and clutch assembly and heat-treated splines, sprag races and a hub designed for increased strength and durability.

These converters feature stall speeds that maximize the performance benefits of power adders and are compatible with high-performance

street and race applications.

After being finished with a proprietary HDT Coating for cooler operating temperatures, all converters are Triple-Tested in-house to ensure quality. Triple Testing includes run-out testing, leak testing and computer balancing, so you can be confident you’re getting a quality torque converter capable of handling whatever you throw at it. TCI Power Adder Torque Converters are a must whenever horsepower has been increased.

SIX SPEEDS, NO WAITING TCI 6x Six-Speed 4L80E Transmission Packages

TCI is well known for creating transmissions that can handle anything an owner can throw at them, from 2,700hp drag racing applications to simple street cruising. With the TCI 6x Six-Speed transmissions, these engineers may have done their best work.

Utilizing the strong GM 4L80E case, TCI engineers picked the best internal components for the job using knowledge gained from years of race and street-developed testing. With six forward gears and a fully programmable automatic or manual shifting design, you achieve better acceleration, fuel efficiency and reliability. Most important, the 6x Six-Speed is built to handle up to 850 hp and includes a limited lifetime warranty.

The TCI 6x Six-Speed is available as a complete drivetrain package that includes everything you need to get your GM, Ford or Chrysler powertrain shifting through six gears with ease, right down to the Max Shift transmission fluid. The full kit includes the 6x Six-Speed transmission, EZ-TCU transmission control unit, Outlaw two-button shifter, flexplate (flexplate included with Ford, Chrysler and Pontiac kits), wiring harnesses, performance cooler, Max Shift fluid and locking dipstick. So, go ahead and raise a little hell or take a relaxing highway cruise—with a 6x Six-Speed, you’re in control.

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POWER & PERFORMANCE NEWS

FLEX YOUR POWER TCI Machined Flexplate for GM LS Engines

Sometimes the simplest components are overlooked; such is the case with the common flexplate. These new flexplates from TCI are far from common, as they are specially machined for GM LS engines using precise processes to maximize performance and durability.

To start the process, the flexplate is precisionground from ultra-durable A36 steel, which has been SFI 29.1-approved. Each center section and ring gear is precision fitted to ensure zero ring gear bounce and minimized runout. This is accomplished by machining both the I.D. of the ring gear and the O.D. of the center section and then perfectly fitting both together. After this is completed, all machined flexplates for LS engines are zero balanced and the runout is checked on every one.

TCI offers these flexplates in four different applications, including LS1, 2 and 3 engines, LS1, 2 and 3 engines featuring the wide bolt pattern, and LS9 and LSA engines.

MSD IGNITION ZEX

facebook.com/ZEXNitrous twitter.com/ZEXNitrous

ZEX

MORE PONIES ZEX Blackout Nitrous Kit for the 2012 Mustang GT

What? Your Coyote-powered Mustang is just not fast enough? ZEX has the solution with the first nitrous system specifically designed for the new 2012 Ford Mustang GT that can boost power between 75 and 175 hp.

Unlike a universal nitrous kit, every piece of the new ZEX Blackout Nitrous System has been designed for the 2012 Ford Mustang GT. Regardless of whether it’s used in street/strip, all-out drag race, stock or modified applications, the latest Blackout Nitrous System is a fast and easy way to add a significant boost in horsepower.

The ZEX patented electronic TPS switch delivers reliable system activation at wide-open throttle. Plug-and-play installation can be

completed in as little as two hours, with power settings fully adjustable via the supplied tuning jets.

ZEX Blackout Nitrous Systems feature black powder-coated bottles, carbon-fiber-appearance hoses and everything needed for installation, including a must-have billet fuel rail adapter for tapping into the Mustang’s updated fuel system. Safer and more efficient operation is achieved through electronic activation and the nitrous system’s patented Active Fuel Control, which automatically adjusts fuel delivery with fluctuations in nitrous bottle pressure so that your engine never runs too rich or too lean while spraying.

ZEX www.zex.com

(888) 817-1008

Want to see more new products?

Check out AutoPressReleases.com, your source for Performance Product News!

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facebook.com/SteeleRubberProducts

PRODUCT SPOTLIGHT

twitter.com/steelerubber youtube.com/SteeleRubber

STEELE RUBBER PRODUCTS 1965-’66 Chevy Impala Weatherstrip Kits Steele Rubber Products is now offering special “Seals It” basic weatherstrip kits for two- and four-door 1965-’66 Chevrolet Impalas. These kits include door seals, roof rail seals and trunk weatherstrip to help protect your vehicle from noise, water and the elements. Made from Steele’s proprietary sponge rubber, these parts are made to fit perfectly and perform much better than the originals. Basic kits are also available for all GM models for the 1950s through the 1970s: Two-Door Hardtop Kit (PN 90-2009-90): $235.30 Four-Door Hardtop Kit (PN 90-2070-90): $359.10 Steele Rubber weatherstrips have an authentic look and are made with heat- and ozone-resistant rubber compounds.

Close attention to detail ensures the highest-quality fit and appearance. Steele stands behind all its products by offering a money-back guarantee if a customer is not completely satisfied.

Door Seals for Lincoln Continentals Steele Rubber Products introduces frontand rear-door rubber seals for 1966-1969 Lincoln Continental four-door sedans. These seals have been designed and manufactured from OEM parts to ensure proper fit and performance.

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POWER POWER & & PERFORMANCE PERFORMANCE NEWS NEWS

Available in pairs for each set of doors, these seals also fit 1966-1967 convertibles. Steele manufactures a variety of parts for most Lincoln Continentals, and most cars for that matter.

Steele Rubber Products manufactures and

supplies automotive restoration rubber parts and weatherstripping for American-made cars, trucks and street rods. With more than 12,000 parts, Steele offers quality rubber parts for vehicles from the 1920s through the 1990s.

MSD IGNITION STEELE RUBBER

Windshield Gasket for ’68-’70 Mopars Steele Rubber Products has introduced a new windshield gasket for Mopar fans. The gasket fits 19681970 Dodge Chargers, Coronets and SuperBees, as well as Plymouth Belvederes, Satellites and Roadrunners, both two-door hardtops and sedans.

This new gasket was produced from OEM parts, ensuring proper installation and quality performance.

Specialty Weatherstrip for Street Rods Steele Rubber Products introduces a free Specialty Catalog of 300-plus unique extrusions for sealing and protecting your street rod or custom vehicle. These rubber seals include both sponge and dense rubber materials and can be ordered in a variety of lengths to meet different applications. All of the seals are easy to install and can be used around doors, windows, trunks, hood-tocowl and various trim areas. They are made from the same compounds and processes as Steele’s original-style weatherstrips, ensuring great fit and performance.

To request your free copy of the Specialty Catalog, contact Steele at (800) 544-8665 or visit www.steelerubber.com.

STEELE RUBBER PRODUCTS www.steelerubber.com

(704) 483-9343

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PRODUCT SPOTLIGHT

DYNAMAT

DYNAMAT XTREME When it comes to maximizing prized spaces, the inner sanctity of our transportation, nothing silences the impact of intruding audible and thermal extremes better than Dynamat Xtreme. Uniting a clever concoction known as VECTOR chemistry, these products provide an impenetrable barrier capable of withstanding even the most inhospitable environments.

Dynamat Xtreme combines a 0.060-inch layer of elastomeric butyl (think super sound deadener) with a 0.040-inch aluminum facing that together create a virtual wall of silence. When you consider this amazing material can be conformed to practically any surface, and that it stays adhered where you put it (butyl is naturally sticky), the possibilities are truly inspiring for anyone looking to maximize their favorite transport, whether it drives, flies or floats.

Dynamat Xtreme is available in many forms, including kits suited to various purposes, and whichever way you cut it, the results of your effort will be impressive.

46 46

POWER & PERFORMANCE NEWS

MSD IGNITION DYNAMAT

DYNALINER

Ultra-lightweight Dynaliner was conceived as a secondary boundary layer that is both crush and tear resistant. In addition to providing the highest insulating properties available in a single-layer, synthetic-foam material, Dynaliner will not absorb moisture and is unaffected by oils. Dynaliner comes in three thicknesses: 1/8-inch, 1/4-inch and 1/2-inch, for every portion of the car.

DYNAPAD Another amazing product in Dynamat’s lineup is DynaPad, a superior four-part material that can be used on floors over loud mufflers to block sound.

DynaPad is intended to be used in place of conventional carpet pad and is ideal for use on floors. As DynaPad is 3/8inch thick and weighs in at 1 pound per square foot, it does not intrude upon existing space constraints. Plus, DynaPad can easily be cut to fit for whatever application you envision, thereby perfecting your automotive visions on every level.

DYNAMIC CONTROL

DYNAPLATE When you consider all of the variables involved with today’s automotive interests, from the cars themselves to the different approaches of builders to serve the desires of owners, it’s no wonder Dynamat has created so many products specifically tailored to these requirements. One great product in particular is DynaPlate, an extremely lightweight, solid aluminum sound deadener that is highly effective in repelling unwanted influences.

At only 0.2 pound per square foot, an entire 24x30-inch sheet (5 square feet) weighs in at just 1 pound. Because it can easily be sized to fit just about any space requirement, and comes ready to install with a self-adhesive backing, anyone armed with creative imagination can reap the numerous benefits of this exceptional product in no time.

www.dynamat.com

(513) 860-5094

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PRODUCT SPOTLIGHT

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QUARTER MASTER

QUARTER MASTER

www.quartermasterusa.com

(888) 258-8241

QUARTER MASTER TRIPLE DISCS, FOR YOUR PROTECTION Quarter Master Optimum-V Clutch Corvettes are special. They aren’t built for cargo—just for hauling two people at great rates of speed down the highway. So when engineers design performance parts for Corvettes, they know they have to be strong, reliable and lightweight.

Quarter Master’s newest Corvette product is the 7.25-inch Optimum-V Clutch Kits designed for C5/C6 Corvettes (they also fit the popular current generation of LS-based Camaros). Extensively race tested, these kits are for those serious about competing in road racing, autocross and SOLO II events.

The new kit features the NASCAR-derived 7.25-inch-diameter Optimum-V ThreeDisc Clutch with a fully rebuildable cover optimized for strength without compromising weight or moment-of-inertia. It also utilizes the latest in gear-drive technology, with 0.105-inch-thick friction material that allows for quick, smooth shifts. The slotted pressure plate and floater plates allow for better gas evacuation and superior cooling.

As a special feature, this kit includes an ultra-reliable Tri-Lite Hydraulic Release Bearing with adapter that mates to the existing bellhousing and inlet and bleeder lines circumventing the troublesome stock throwout bearing design. The complete kit includes the Optimum-V Clutch with button flywheel, Tri-Lite Hydraulic Release Bearing and adapter, and all necessary hardware, including clutch fasteners and replacement flywheel bolts.

BARELY LEGAL. ALL HARDCORE.

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ONLY ON THE

POWER & PERFORMANCE NEWS

CHEVYHARDCORE.COM NETWORK

There are few motorsports where the boundaries are pushed further and faster than with drag racing. It seemed it was just a few years ago that the 200-mph barrier was broken. Okay, we’re dating ourselves with that one, but the speeds that are being reached just means that every part on the cars is being subjected to huge amounts of stress.

It was in 2002 that Weld Racing developed a new drive wheel for “nitro” class drag racing cars, and it was in direct response to the seemingly annual leaps in power and speed in this class. A new SFI specification sprang from the new wheel and became mandatory in NHRA competition. While the new Weld wheel had an upgraded center and Bead-Loc design, the new SFI 15.3 spec co-developed by Weld Racing raised the deflection study bending moment test load from 6,000 lb-ft to 12,000 lb-ft. In addition, the dynamic cornering fatigue test became a 1,700 lb-ft bending moment for 30,000 cycles, and the dynamic radial fatigue test became a radial load of 2,000 pounds for 400,000 cycles. As a result, the Weld Racing Magnum P.R.O. became the first SFI 15.3 wheel in production.

It was in 2009, due to the increased speeds and lower elapsed times of nitro-fueled racing cars, that a collaboration among Scott Rider of Weld Racing, John Medlin of John Force Racing, the Ford Motor Company and Goodyear came into existence. Named the Medlin Project, it created a new drive-wheel for nitro class cars.

In 2010, the John Force Racing team tested and raced on this new wheel. It was also during this time that, under the consultation of Scott Rider and John Medlin, the SFI 15.4 specification was written. Since Weld was the first company producing the new, stronger, and safer SFI 15.4 wheels, any racer with a nitro car could have purchased these wheels from Weld Racing in 2011. However,

STORY BY SIMON RICHARDS PHOTOS COURTESY OF WELD RACING

AHEAD OF THEIR TIME The Creation of SFI “Nitro” Drag Racing Wheels

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for the 2012 racing season, NHRA has required that all nitro cars race on SFI 15.4 wheels.

Okay, but what’s the difference between the new SFI 15.4 wheels and the 15.3 wheels?

First, the SFI 15.4 specification is actually one of material and design. The bolt-on Bead-Loc ring must be made of 7075-T6 aluminum with minimum yield strength of 65,000 psi and minimum tensile strength of 75,000 psi. Both the Bead-Loc receiver rings and the bolt-on rings must have a maximum O.D. of 17.25-inch.

The bolt-on rings must be retained with 24 to 28 fasteners with a minimum diameter of 5/16inch. The minimum material under the BeadLoc’s ring-bolt heads must be 0.300-inch thick.

There can be no lightening pockets in the ring mating surfaces of the Bead-Loc rings. No lightening pockets may extend beyond the Bead-Loc’s fastener bolt circle. The weld filler material for all construction w e l d s (Bead-Loc receiver and rim shells) must be 5356 or 4043 alloy.

T h e SFI 15.4 spec requires modular wheels to have a center bolt

load distribution ring manufactured from 4130 (chrome-molybdenum) steel 0.125-inch thick sandwiching the rim shell flanges between the ring and the wheel center. Weld Racing, though not required to do so, adds 15 close-tolerance NAS (aerospace 160,000-psi) bolts 3/8-inch in diameter, through-bolted and retained by high-temperature self-locking JET nuts that are made of 160,000-psi corrosion-resistant steel to connect the center to the rim shell.

An SFI 15.4 spec wheel cannot be altered in any way from its as-delivered configuration, and components from different wheel manufacturers cannot

be mixed. Any of these actions will result in a decertification of the wheel for competition.

Not related to SFI spec 15.4 is the 2012 NHRA requirement for all nitro classes to add drive lugs to the axle flange and wheel mounting face that interlock. This prevents the wheel studs from being placed in shear in the unpredicted event that the clamping force from the studs is inadequate to prevent movement between the axle mounting flange and the wheel mounting flange. Placing the wheel studs in shear can potentially result in stud failure and wheel separation.

That’s a lot of technical information to absorb, but it’s a fact that the NHRA is serious about the safety of its drivers and fans. Weld Racing LLC is just as serious about it, and has continuously evolved its products to improve both performance and safety aspects.

Weld sees both as vital attributes to any racing component and firmly believes that, in racing, it’s innovation t h a t separates the leaders from the followers.

The SFI 15.4 spec requires modular wheels to have a center bolt load distribution ring manufactured from 4130 (chrome-molybdenum) steel 0.125-inch thick sandwiching the rim shell flanges between the ring and the wheel center.

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POWER & PERFORMANCE NEWS

Weld Racing, though not required to do so, adds 15 close-tolerance NAS (aerospace 160,000-psi) bolts 3/8inch in diameter, through-bolted and retained by hightemperature self-locking JET nuts that are made of 160,000-psi corrosion-resistant steel to connect the center to the rim shell.

786XPTF Magnum P.R.O. SFI 15.4 Specification Drive Wheel • First tested and first production SFI 15.4 spec wheel • 24-bolt 7075-T6 aluminum alloy bolt-on Bead-Loc rings for increased tire clamp load • Cold-forged 6061-T6 aluminum rim shells to maximize strength while minimizing weight • Hot-forged 6061-T6 aluminum billet center to maximize strength while minimizing weight • 4130 Chrome-Molybdenum steel lug hole inserts for maximum durability • Close-tolerance NAS 160,000-psi 3/8-inch center bolts retained by 160,000-psi JET nuts for maximum safety and durability • 4130 Chrome-Molybdenum steel load distribution plate for center bolts increases rigidity • Wheel mounting face drive lugs to engage axle drive lugs for reduction of drive loads on wheel studs • 16x16-inch size with 5x5.5-inch bolt circle in 4-inch backspace • Available with gold, black or polished centers • Available with gold, black or polished Bead-Loc rings • Rim shells are “Show Polished” for appearance

WELD RACING www.weldracing.com

(800) 788-9353

NHRA is serious about the safety of its drivers and fans.

Weld Racing LLC is just as serious about it...

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STORY BY COLE QUINNELL PHOTOS BY COLE QUINNELL AND PROVIDED BY FLEX-A-LITE

WHICH IS BETTER

—AN ELECTRIC OR BELT-DRIVEN FAN? Deciding whether an electric fan or a beltdriven fan is best in a specific application can be a difficult call to make. Flex-a-lite manufactures both, so the company was able to offer some unbiased information on this topic.

Naturally, which fan is better depends on your application and how you plan to use your car. The full answer to this question is that both electric and belt-driven fans have their place.

Which one is better depends largely on the specific application.

An electric fan is the better performance solution, freeing up maximum horsepower and mpg. But it’s not always the better cooling solution. And certain electric fans move enormous amounts of air, even when the engine is idling, providing a cooling solution. It all depends on the application. Let’s dive into some

Help Your Customers Make the Best Choice for Their Application

facts to help explain things.

All fans consume energy to spin. Belt-driven fans use mechanical energy directly from the engine. Electric fans rely on electric energy from the battery and charging system. But when it comes to cooling, what makes a good fan is optimum airflow for cooling with minimal energy consumption (for maximum engine power and fuel economy).

ELECTRIC FANS An electric fan completely removes the mechanical load of spinning the fan from the engine. It places an additional draw on the electrical system, but this is a more efficient means of spinning a fan, and it has a smaller impact on engine drag. Between the two types of fans, an electric fan offers an improvement in power delivered to the wheels.

Removing a belt-driven fan that mounts on the water pump also has the side benefit of reducing the load on the pump. This can lengthen the life of the bearings in the water pump.

One huge advantage that electric fans offer is flexibility as to when they are turned on. Most people don’t consider that your engine can come up to operating temperature more quickly with an electric fan because the fan doesn’t turn on until a specific temperature. This is nice in the wintertime because it can warm up your car more quickly, and it’s critical Flex-a-lite manufactures a great variety of electric fans. The key is to find one that covers at least 70 percent of your radiator surface and moves sufficient air to cool your car. The Black Magic X-treme fan shown is one of the company’s most popular, with overall dimensions of 21-1/2x17-1/2x4-3/16 inches. Moving 3,300 cfm, it will keep over 500 horsepower cool with a proper radiator. Flex-alite also offers a direct-fit version of this fan for ’79-’93 Mustangs.

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POWER & PERFORMANCE NEWS

in drag racing, where you want just the right amount of engine temperature for optimum performance. Also, an electric fan can cycle on and off, reducing the electric load. You can wire an electric fan to come on when the air conditioning is turned on to maximize the efficiency of the air-conditioning system.

Another advantage of electric fans is packaging. We don’t mean putting it in a box, but rather how it fits under-hood. If you’re making engine or cooling system changes, the original belt-driven fan might not line up any longer, or the factory fan shroud might not fit.

Electric fans are designed to mount directly on the radiator, usually providing for the most compact and easy installation possible. They can also fit in very tight spaces. A belt-driven fan will typically require at least 3-1/2 inches between the water pump and the radiator, while Flex-a-lite Low Pro electric fans require only 1.09 inches at the center where the pulley is.

Finally, if you’re installing a custom radiator, adding an electric fan is easy and will clean up your under-hood considerably. In fact, Flexa-lite offers a line of aluminum radiators that are available with an electric fan that is optimized for the radiator.

HOW TO CHOOSE THE RIGHT ELECTRIC FAN While Flex-a-lite offers electric fans designed to bolt right into quite a few factory applications, it’s also easy to measure your car and find the electric fan that will fit best.

This is easiest to do if you remove the belt-driven fan and fan shroud so that you can accurately measure the radiator and the distance between the radiator and engine components.

Measure the radiator core; that is the finned surface between the two tanks.

You’ll want to select a Flex-a-lite electric fan that covers as much of this space as possible. In many cases, you may be better off with a dual fan because the shroud will pull air through a larger area of radiator compared to a single fan. Next, measure the distance between the radiator core and the closest engine component.

The Flex-a-lite website includes a listing of all of the company’s electric fans, with dimension information as well as cfm and amp-draw ratings. Use this chart to find the electric fan that best matches your dimensions without exceeding them.

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Cars with larger radiators and that need more airflow can make use of larger, dual-fan setups. This dual system from Flex-a-lite pulls up to 4,600 cfm, and the company offers another dual fan that can move up to 6,000 cfm. Don’t confuse a fully shrouded dual-fan setup such as this one for two electric fans without a complete shroud. The difference is actual airflow and cooling capability by moving the fans off the face of the radiator and pulling air through a much larger percentage of the radiator is significant.

Another power-saving advantage of an electric fan is that it is only on when it’s needed. Most Flex-a-lite electric fans come with a controller that turns the fan or fans on and off according to actual engine temperature. This also lets the engine come up to operating temperature more quickly.

BELT-DRIVEN FANS If your vehicle has a belt-driven cooling fan and you’re not making major changes to the engine or cooling system, the simplest thing to do is to keep a belt-driven setup. You can, however, increase your car’s horsepower and fuel economy without giving up cooling capability by using one of Flex-a-lite’s high-performance flex fans.

Since a belt-driven fan increases speed (and airflow) with engine speed, it can move more air at higher engine rpm—usually above 2,400 rpm—compared to an electric fan. Conversely, electric fans move more air than belt-driven fans at engine speeds below 2,400 rpm in typical applications. So, if your engine is running hot at idle or in traffic, an electric fan offers a cooling advantage.

One major downside of belt-driven fans is parasitic loss. It simply takes more energy to spin a belt-driven fan than it does to produce the electricity needed for a comparable electric fan.

Here are some of the applications where Flex-a-ilte would recommend a belt-driven fan. They are better able to pull air through a restrictive cooling unit. If you have a four-core radiator with a supercharger inner cooler, air-conditioning condenser and transmission cooler stacked in front, a Flex-a-lite 7-blade flex fan along with a proper-fitting fan shroud would be a great choice for cooling. A belt-driven fan is also a good choice if you are having a cooling problem at higher engine rpm.

Belt-driven fans are a great choice for specific cooling situations. For example, when you need to pull air through a very restrictive package, such as a four-core radiator, air-conditioning condenser and supercharger intercooler. That’s hard on an electric fan, and a rigid-blade belt-driven fan with aggressive blade pitch is best suited for this type of work. The fan shown here is a 19-inch replacement-style clutch fan from Flex-a-lite, which also makes a 6-blade race fan, which is very similar to this except that it bolts directly to a fan spacer, eliminating the clutch.

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POWER & PERFORMANCE NEWS

The bulk of cars built before 2000 came with beltdriven fans. When you are considering performance upgrades, converting an electric fan can free up horsepower by removing the mechanical drag on the engine. It’s important, however, to consider the cooling capabilities of both a belt-driven fan and an electric to make the right choice for your application.

You can still free up some power if you choose a belt-driven fan. Flex-alite started out with a belt-driven fan that would flatten out at higher engine speeds to reduce engine drag.

The result is more power and more fuel economy.

The 1300 series fans (shown) move considerable air at low- and mid-rpm, and flatten out at higher engine rpm. They are available in diameters ranging from 12 to 19 inches, and reverse-rotation models also are available.

WHICH IS RIGHT FOR YOU? That’s the key question, right? Here’s Flex-a-lite’s advice: If you are looking for a performance upgrade, then the electric fan is for you. Make sure the electric fan covers at least 70 percent of the radiator core and moves enough airflow for the engine size (a rule of thumb is at least 2,800 cfm for a 5.0L engine). The electric fan would be a cooling solution for vehicles that typically drive at low vehicle speeds with low engine rpm, such as cruising. If you have a 4-core radiator or are towing heavy loads, then Flex-a-lite recommends you stick with a belt-driven fan.

A popular racing fan is the Flex-a-lite nylon fan. It is ultra-lightweight for minimum drag. The nylon fan blades flatten out at higher engine rpm.

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

(800) 851-1510

One of the best ways to get a radiator and fan package that works well is to buy them together. Flex-a-lite manufactures aluminum radiators with patented Flex-a-fit side-tank design that transfers heat 135 percent more efficiently than a typical aftermarket radiator. It also features T channels that make mounting electric fans, trans coolers and more easy. All of Flex-a-lite’s radiators are available with or without an electric fan pre-mounted at the factory.

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SOURCE

STORY AND PHOTOS

BY MATT EMERY

GETTING SCHOOLED ON CROMAX PRO How DuPont Can Make Your Shop Faster and More Profitable

It sure seems that DuPont has an acknowledged winner with its Cromax Pro waterborne paint. DuPont has done all the hard work needed to produce a product that is at the forefront of an industry revolution. Of course, with every revolution comes a period of evolution.

After all, it’s right there in the name. To evolve, one must move forward, and it’s usually by changing long-held ways. For true evolution to take place, it takes a bit of advanced knowledge to make the most of the newfound opportunity.

With its line of Cromax Pro basecoat paints, DuPont has embraced the “waterborne” process of spray-painting automobiles. Much like it sounds, waterborne paints use water along with other additives, rather than purely solvents, to suspend the paint particles in the mix. This “aqueous” method is in full compliance with the new laws in many states Just one of many such facilities throughout the nation, the DuPont Refinish Systems Training Center in Pomona, California, teaches paint professionals how to apply the Cromax Pro waterborne paint.

SOURCE DUPONT upgrade2water.dupont.com

The first step for the students is a good, oldfashioned “chalk talk”— only using PowerPoint.

The students are taught what Cromax Pro waterborne paint is, how easy it is to apply, and the differences between the waterborne and solventbased paints.

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POWER & PERFORMANCE NEWS

Scott Diaz, the manager at the DuPont Refinish Systems Training Center, addresses the assembled shooters. It’s his job to train attendees not only on how to apply DuPont’s Cromax Pro waterborne paint, but also how and why it can help their shops turn a higher profit.

and counties regulating the lowering of VOCs (Volatile Organic Compounds).

It’s been said that knowledge is power, but it can also mean speed, as in also providing the learned one the ability to do a job more quickly.

In business, speed is money, and knowing more than the other guy is the key to success.

Sure, a sheepskin from Harvard may be nice, but if your collision repair shop is going to be more profitable, then you may want your guys graduating from DuPont’s institute of higher learning.

At the DuPont Refinish Systems Training Center, students are taught the how’s and why’s of Cromax Pro waterborne paints, and what this paint can do to add to the profitability of their shops. The attendees are actually customers of DuPont’s distributors.

“The certification for painters today is important,” says Scott Diaz, the training manager at the DuPont Refinish Systems Training Center in Pomona, California. “They want to be certified to offer lifetime warranty on the cars they paint, and the shop also wants I-CAR (Inter-Industry Conference on Auto Collision Repair) recognition and any points toward being a Gold Class facility. This is an industry standard that is recognized not only by the industry, but also, more important, by insurance companies.”

For many shops, insurance-covered collision repairs are what keep the doors open. It’s in everyone’s best interest to turn out repaired cars as quickly as possible. The shop makes more money and the insurance company saves money. With the possible exception of car rental companies, profit margins increase when a repair can be accomplished quickly and done well.

“The low-VOC, color matches and increased productivity that you can get with Cromax Pro waterborne is very attractive for progressive shops looking to maximize their business,” Diaz says. “The paint shop can be

a bottleneck in a collision business, and one way to get cars ‘through the booth’ quicker is to look at new technologies such as new paint systems like Cromax Pro. That means they can meet the insurance company’s demands of getting the cars back to the drivers quicker.”

Insurance companies want to work with shops that have an I-CAR rating. If a shop has that ranking, insurance companies know there will be less trouble down the road (so to speak). Students who complete the DuPont course will acquire the I-CAR certification and will take that certification back to the shop they work at. DuPont reps will even go back to that shop and check out the physical apparatus to make sure the shop is compliant as well.

For anyone thinking about the attending the DuPont Refinish Training Center course, DuPont publishes a list of courses scheduled throughout the year and the locations of the courses. All you need to do is contact your DuPont distributor and sign up. The twoday courses are taught by I-CAR-certified instructors, and DuPont has centers located throughout the nation, so there really isn’t any reason not to take advantage of the training offered.

DuPont has always been at the forefront of technological breakthroughs, and its Cromax Pro waterborne paint is just the latest. DuPont has come up with a product that is good on so many levels that it’s hard to believe there could be any resistance to it, but a lot of people will.

It’s just in their nature. They resisted when lacquer was replaced with solvent-based paints, and they will be resistant now.

But make no mistake: waterborne paints such as DuPont Cromax Pro are here to stay.

And when painters and shops get the chance to learn about how the product can save them time, make them more money and actually make their lives easier, then the evolution of paint technology will continue.

It’ It’sstim timeefo forraa ZE ZEXX ed educ ucat atio ion! n! ™™

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The DuPont Refinish Systems Training Center supplies all of the items needed, including suits, oxygen-pressurized headgear and even cute little booties to keep the students’ shoes clean.

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The students were then able to apply the lessons they learned in the classroom by actually applying the Cromax Pro paint. The main difference between Cromax Pro and solvent-based paints is the time it takes between coats. With Cromax Pro and the “wet edge” theory, there isn’t any time between coats.

Through these doors pass the latest generation of spray painters. The booth at the DuPont Refinish Systems Training Center is a state-of-the-art facility that is large enough to accommodate all of the students at one time.

One of the differences between Cromax Pro waterborne paint and solvent-based paint concerns the strainers.

Cromax Pro uses a 125-micron filter, and the solvent-based a 190. That means the DuPont material goes on cleaner than the solvent-based material.

One of the best ways to dry Cromax Pro waterborne paint quickly is to use blowers to blow air across the panels.

These blowers, along with stainlesssteel-equipped pressure guns, are all that an average shop needs to convert to Cromax Pro.

Part of the learning experience is how to mix the Cromax Pro. There is very little difference between mixing Cromax Pro and what the students have been doing up to this point in their careers. Because of the waterborne nature of the paint, humidity is one of the important factors, but DuPont has simplified it by having only two controllers, one for above 30 percent humidity and one for below.

The DuPont instructors put on a demonstration that pitted Cromax Pro against another manufacturer’s paint.

Both pots held the same color mix and the same amount of material.

DuPont instructors use front fenders to give the students some hands-on experience, but that doesn’t mean it can’t be a little fun, too. Students were given the opportunity to add graphics to the panels before spraying the Cromax Pro.

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POWER & PERFORMANCE NEWS

A CAM SO GOOD WE GUARANTEE YOU’LL LOVE IT With a whoosh of air, the contest was on. A pair of front fenders was used as the test beds and that’s where the contest began.

Because Cromax Pro can be applied “wet on wet,” the instructor with the Cromax Pro was able to paint his fender and also a hood and an additional fender in the same time it took to apply the required coats to one fender with the other material.

Every Engine Combination Is Different. If You Are Serious About Making Maximum LS Power, You Need A True Custom Cam Design; Not A One Size Fits All “House” Grind.

Too many camshaft suppliers and resellers try to sell you their “secret” grind in an effort to make you believe that it’s a one size fits all solution. At COMP Cams®, custom really means custom. COMP Cams® is the only custom camshaft designer and manufacturer trusted by almost every big name LS tuner shop and engine builder in the country. In fact, many of those custom LS cams from Brand X that you read so much about on the forums were actually created with COMP Cams® technology. The real truth is that most shops don’t have the resources, experience or production capacity to create a truly custom cam that’s guaranteed to be the best fit for your combination. But that’s what COMP® does best. In most cases, we can design and manufacture your custom grind LS camshaft in less than 72 hours and for no added cost over a stock grind. Order it today from one of our dealers or direct via our CAM HELP® tech line and you could be experiencing the COMP Cams® difference by the weekend.

Satisfaction Guaranteed.

Rectangular or cathedral port heads, VVT or AFM, 5.7L or 6.2L, single or threebolt core – regardless of your GM LS engine combination and upgrades we have the technology to satisfy your performance demands, guaranteed. Every custom grind cam we produce is covered by the unmatched COMP Cams® satisfaction policy. Bottom line, if you’re not satisfied with your new custom camshaft – we’ll regrind it at no charge.

This is proof positive that less of the Cromax Pro was used to paint more metal than the standard solvent paint. It was also applied in a shorter time, which means more money can be made for the average shop.

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Though perhaps not works of art, these fenders represent another class of certified spray painters. They will take the knowledge they acquired back to their shops and help take their shops to the next level.

DUAL VALVE SPRING KITS Extremely durable & able to withstand high RPMs, #26926 Dual Spring Kits are good for up to .675" lift & are available with Lightweight Tool Steel or Titanium Retainers.

CAM HELP® 1.800.999.0853

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MIGHTY MOPAR IN A PLAIN WRAPPER A 1964 Fuel-Injected Hemi Dodge Using the FAST XFI/XIM Combo

The 572cid, 725hp XFI/XIM Coil-Near-Plug Hemi

Raw material: the ’64 Dodge that Nedbal used as the basis for his project.

Dual FAST throttle bodies and no distributor.

Rich Nedbal’s first street Mopar was a 1964 Dodge two-door hardtop that he bought new in 1963 after graduating from high school. It had a 305hp two-barrel 383. In his book “How to Build Max-Performance Hemi Engines,” Nedbal never mentions his original 1964 Dodge. That’s because it wasn’t a Hemi, and his parents wouldn’t even consider such a purchase since only the high-compression race version of the Hemi was available that year.

Chrysler didn’t offer a street version of the

426-style Hemi until 1966.

Well, we’ve all heard the story that sooner or later we build or rebuild that first car that still holds a special place in the heart. So, in 2000, just after Nedbal founded Mopar Engines West, he went looking for a 1964 Dodge carcass. This was his chance to finally get that Hemi Dodge he always wanted. He found a very straight car in Washington state that had been parked for 27 years. It had a 318 poly motor, pushbutton 727, and even though

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POWER & PERFORMANCE NEWS

Cam and crank sensors.

it looked rough, it was intact, had manageable rust and all its chrome, cost only $2,000, and it was running.

The Hemi This sounds as though everything happened expeditiously, but in reality the car sat for several years while Nedbal built up Mopar Engines West, sold that business to his partner, and started another company called FAST Man EFI, where Nedbal sells, supports and trains on the full line

Here is the Hemi on the dyno during testing.

Rich Nedbal’s FAST fuel-injected Hemi classic.

throttle-body EFI manifold that bolts right on.

Two FAST 307603P polished throttle bodies on the Stage-V manifold made the induction side of the EFI Hemi project simple. Nedbal decided to use an MSD cam sync sensor (PN 2346) and embed a magnet in the cam gear. This was easy to fabricate since the cam gear is exposed on Nedbal’s Hemi, but he has done the same thing with a normal timing cover. This takes care of the cam signal.

Then Nedbal used a crank trigger wheel for the crank signal.

For the coils, Nedbal choose the MSD 8245, which is made for the GM LS1. The FAST XFI with the XIM ignition controller, together with a FAST 301311 LS1 harness, made it look easy. But the LS1 firing order is different from a Hemi, so Nedbal had to swap some wires to change to the Hemi firing order, and switch the cam and crank inputs to be compatible with the inductive crank and cam pickups. Nedbal adjusted the crankshaft reference angle in the software until the ECU ignition timing and the actual engine timing matched as verified with a timing light. Then he spent about an hour adjusting the air/fuel ratios at various points in the fuel map. This was done prior to version 2.0. With 2.0, Nedbal would have let the system learn and do its own tuning, then Nedbal would go back and smooth out any areas that the self-learning may have missed. Nedbal targeted 12.8 for the max power A/F ratio, and the fourth pull resulted in the plot shown.

The Results

Dyno results: 725 hp and 675 lb-ft. of FAST EFI components. It wasn’t until FAST Man EFI was up and running for several years that the Hemi started to gel somewhere deep in the back of Nedbal’s mind.

To really differentiate this Hemi from a crate motor meant doing something visible. Dual throttle bodies on a Stage-V manifold are a good start. People were getting used to seeing coilon-plug ignition systems, but never on a secondgeneration 426-style Hemi. So Nedbal decided to

ditch the distributor and run eight coils. Blocking off the distributor and showing how to get a system like this to work was going to be paramount to differentiating FAST Man EFI.

The FAST Electronics Putting port-injected EFI on a 426-style Hemi is usually difficult, because where do you get an intake manifold already set up for the injectors?

Stage-V has recently come out with an EFI dual-

People who have seen the car call it the ultimate sleeper. On 91-octane pump gas, it sounds docile, and it’s even fairly quiet, until you push on the loud pedal. That’s actually a pertinent title, because the decibel level increases to an astounding level. The 315/35ZR17 rear tires remind us of the pro-street days. They look good, but they go up in smoke about as fast as anything else.

The FAST XFI system, together with the camshaft Nedbal designed and a special highmpg cruise tune, allows him to achieve reasonable fuel mileage considering the 725-plus horsepower potential. The high-mpg tune does a few things that EFI excels at. On a recent trip, Nedbal put 138 miles on the car and used 9.9 gallons of 91-octane.

That’s 13.9 mpg, which Nedbal thinks is pretty good for such a stout engine in a heavy car. Heck, this car will break the tires loose in any gear, and entering a highway from an entrance ramp requires that you pay attention even if you’re already going 40 mph.

SOURCE FAST wwwfuelairspark.com

(877) 334-8355

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STORY AND PHOTOS BY TOMMY LEE BYRD

THE

MARMON WASP

An Exact Replica of the First Indy 500 Winners, Built by Honest Charley Garage

It’s a common joke that racing began as soon as the second car reached completion, but it’s honestly not a far stretch. By the early 1900s, performance-minded automobile enthusiasts began reducing the weight of their machines and increasing the horsepower in virtually any manner they saw fit. And in 1911, it happened—the first Indianapolis 500 took place and put the racing world on its ear. Crowds flocked to Indianapolis, Indiana, for the inaugural race to watch the unpredictable action, as these highly modified cars raced during a time when the automobile was essentially a brand-new invention.

During previous racing events, many cars experienced tire failures, resulting in crashes and poor finishing positions, so a man by the name of Ray Harroun went straight to the source to find answers on how he could make his Firestone tires last for the duration of the Indy 500. With his inside knowledge from the Firestone engineers, Harroun wheeled his creation, the Marmon Wasp, to victory on that fateful day in 1911.

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POWER & & PERFORMANCE PERFORMANCE NEWS NEWS POWER

The car was significant because of its singleseat design. At the time, all racecars were designed for a driver and a ride-along mechanic, who would help the driver avoid other cars and debris on the raceway. For Harroun, the plan was to greatly reduce the weight of his car and replace the mechanic with a rearview mirror, the first of its kind in the automotive world.

Fast-forward 100 years, and you’ll notice that a lot has changed in the racing world, but keeping the history alive is more popular than ever. Corky Coker, president of Coker Tire Company, is an avid vintage racecar enthusiast, and he had the desire to build an exact replica of the Marmon Wasp after being presented with an idea for a movie about the first Indy 500. While the movie didn’t materialize, the idea to build the Marmon Wasp stuck, so Corky had the guys at Honest Charley Garage get started on it.

The guys at the shop closely inspected the original Marmon Wasp, taking thousands of reference photos and detailed notes about every component on the car. Down to the small stuff like rivet spacing and intentional paint defects, the guys at Honest Charley Garage did it all, and built the only exact replica of the Marmon Wasp. Although it was accomplished in a short amount of time, the build was undoubtedly a major undertaking, but the final results speak volumes of their talents, and Corky’s desire to build a perfectly authentic piece for his collection. What’s the best part about Corky’s version of the Marmon Wasp? The fact that he can thrash on it like the rest of his cars!

Honest Charley Garage built the frame and designed the dual-rear-leaf-spring setup and original-style rearend, which was sourced from a vintage fire truck and modified to fit.

The original Marmon Wasp had a one-off Teetor Hartley engine, but this one is as close as you can get. It is a Herschell Spillman T-Head six-cylinder, which comes in at around 500 ci and creates somewhere in the neighborhood of 40 hp.

Corky isn’t afraid anything as long as it has wheels.

The Marmon Wasp had only run for a few minutes, but it was time for a trip around the block in downtown Chattanooga, Tennessee.

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Rolling stock on the Marmon Wasp consists of one-off wheels made by machinist J.D. Scott, with brand-new tires, developed by Coker Tire to replicate the original Firestone Indy tires from 1911.

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POWER & & PERFORMANCE PERFORMANCE NEWS NEWS POWER

Hal Everett is seen here firing the massive T-Head engine for the first time. With fire belching from the exhaust ports, along with a glorious sound, this was definitely a cool moment.

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The fuel injector flow bench is a critical piece of equipment for any fuel injector or EFI system manufacturer. However, commercial benches used by most companies today are little more than fuel injectors mounted above graduated cylinders. Once turned on, fuel passes through the injectors and into the cylinders for a set time. The injector is then turned off and the liquid in the container is measured.

A manual calculation is made to determine how much fuel the particular injector would flow in an hour.

Even though this time- and volume-based technique is the industry standard, it leaves plenty of room for potential error. The engineers at FAST realized the drawbacks in this method and decided to create a new, more accurate flow bench with much-needed expanded Ron Turnpaugh connects injectors prior to testing and calibration. capabilities. Leading the project was FAST Electrical Engineering Group Leader Ron Turnpaugh.

The FAST bench has two main sections: the electronics and the fuel system. The electronic components are comprised primarily of a FAST ECU and a PC. The ECU is used to drive the injectors because it contains the same onboard calibration files used by FAST EFI systems. The PC collects flow information through two purpose-built data acquisition boards. Sensors attached to the fuel injectors send data to these boards. The computer then logs the fuel pressure, battery voltage and everything else that’s critical to the injector working properly. That data is displayed in real-time on the computer screen or saved into an Excel file for later use.

The injectors are controlled by an actual FAST ECU. That means every injector modified and tested by FAST engineers has been proven to work perfectly with a FAST system.

So, when customers order one, they can rest assured it will work seamlessly with their XFI or EZ-EFI system.

“Every company has a little different way of doing things; every company sets their peak, hold and current a little different,” Turnpaugh explained. “Our flow bench uses calibration files from our own ECU for each injector for different voltages and opening times.

Since our injectors are actually tested with our equipment, when you look at the flow sheet and see an injector is The computer logs the fuel pressure, rated at a specific number of pounds per battery voltage and everything else that’s hour, you know that it’s been tested on critical to the injector working properly. our equipment so it’s exactly accurate when used with our systems.”

Because it contains a complete fuel system, FAST engineers also use the bench to test new fuel pumps. Using it in a reverse application, the fuel injectors become the static part of the equation.

The engineers simply swap out different fuel pumps and watch to see how the flow numbers change at different pressures. In this way they can characterize and select different pumps to make sure each one will support the horsepower needed for each different FAST EFI kit.

FUEL FLOW BENCH FAST Fuel Injector Calibration Taken to the Next Level

SOURCE FAST www.fuelairspark.com

This fuel pump ensures constant and accurate flow.

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(877) 334-8355

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STORY BY JEFF HUNEYCUTT

ENGINE CHECKUP

Quick and Easy Ways to Catch Small Engine Problems Before They Become

Big Ones

If the timing mark jumps around when checking your engine timing, it could be a sign the timing chain has stretched.

It is a simple fact that engines wear over time and require maintenance.

That is especially the case when high-horsepower engines begin pushing the output even higher, the extra stress on components making regular checks and maintenance even more important.

Ideally, you want to catch small engine problems while they can still be easily (and cheaply) fixed and before they become big, expensive repairs.

It’s sort of like going to the dentist to get your teeth cleaned so you can avoid a root canal later. The big difference, however, is that working on your car is always better than any trip to the dentist.

David Ising, Technical Services Manager for COMP Cams, offered a few tips for quick checks that you can make to give you a better idea of your engine’s overall health. COMP Cams has resources for everything you will read about here. If you aren’t sure how to do any of these tasks, or lack the proper tools, all you have to do is call your COMP Cams tech support representative at (1-800) 999-0853, and he or she will answer any questions you have and get you going with confidence.

Check Your Timing A quick timing check is one of the easiest ways to make sure your valvetrain is healthy and running as it should. This is especially important with traditional-style engines that employ a distributor driven off the camshaft.

Checking the timing isn’t necessarily about making sure the timing is still set correctly—although that is also important. If you notice your engine isn’t holding its timing consistently, it is probably the result of a stretched or worn timing chain.

Other possible problems that can affect your timing can also reside inside the distributor. An excessively worn distributor can suffer from spark scatter, which is when the spark jumps from the reluctor to the wrong terminal. Or, if the gear on the bottom of the distributor is worn, it can also affect engine timing.

Inspect Your Filter

A worn distributor gear can also cause the timing to move inconsistently.

Attempting to cut apart the metal outer canister on an oil filter can be messy and frustrating if you try to accomplish it with tin snips.

Instead, Powerhouse Products offers this tool specifically for the job.

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POWER & PERFORMANCE NEWS

It is a messy job, but one that can really pay big dividends when it comes to catching developing engine problems before they result in bigtime damage. The oil flowing through your engine not only provides lubrication, but it also sweeps away smaller contaminants and debris before they can damage bearings, cam lobes, cylinder walls and other delicate surfaces.

When an engine has a problem, such as the babbit material separating from a bearing, small particles of metal will often get caught in the flow of oil. Those particles will eventually get filtered out and separated from the oil by—you guessed it—the oil filter. Cutting up the oil filter to get a good look at what has gotten stuck in the filter material can give you a good idea of the health of your engine.

Since oil filters don’t come with zippers, you will have to cut open the canister to get to the filter element. By far the easiest, neatest and safest method is to use a dedicated oil filter cutter. Powerhouse Products sells one that is very reasonably priced and easy to use (PN POW351646). The idea is to cut the metal canister around the base so you can lift it off without spilling any oil and easily inspect the filter media.

When your engine is new, you will probably see quite a bit of material caught in the filter media. That’s normal and shouldn’t be a concern unless you see a lot of the same type of material. This is all part of the break-in process as the many components of a new engine work through the process of mating together.

Monitor Valve Lash This tip is mainly for pushrod engines. Solid valvetrains, either flat tappet or roller, will need to be periodically lashed. To keep the valvetrain healthy, the lash, which is essentially all the gaps in the valvetrain components when the cam is on the base circle for that valve, must be precisely set and maintained.

Instead of simply checking your valve lash and resetting it if necessary, carefully monitoring any changes in lash over time can also give you a good clue to the health of your valves, seats, lifters and camshaft. This is because of wear on both the lip of the valve and the valve seat in the combustion chamber. This wear will allow the valve to move up higher in the head, and that, in turn, will reduce the available lash.

If you find the lash in one or more of the valves opening up, that is a sign you should investigate further. The most common reasons for the valve lash to open up are problems with either the valve lobe or the lifter itself.

A roller lifter is much easier on the camshaft, so a dead lobe is much less of a problem in this scenario. In this case, noticing the lash has opened up is usually the result of a lifter problem. This can happen when the axle for the roller breaks or the needle bearings supporting the roller get crushed.

Track Spring Pressure Valve springs themselves aren’t all that expensive in the grand scheme of things, but a broken valve spring certainly is. A broken valve spring will allow the valve to bang into the piston; pretty soon one or both are broken. Fortunately, valve springs almost always tell you when they are going to fail. The trick is that you have to listen.

The best way to monitor the condition of your valve springs is to start tracking spring pressures when the engine is brand new. Don’t rely on the numbers printed by the manufacturer on the box. The installed height and the tool you are using can create variances. You can use an on-head valve spring checker available from Powerhouse Products to monitor your spring pressures every time you lash the valves.

Most valve springs will go through a drop in pressure as they break in. With quality valve springs, this number should represent 5 percent or less of the spring’s total pressure. After the springs break in, that number will hold steady, so your readings should be the same within a pound or two every time you check them. If two-thirds or more of the set begin failing at the same time, that’s a good sign the springs have reached their designed limit and the entire set should be replaced.

Once again, replacing a valve spring that otherwise looks perfectly good might be a hard pill to swallow. But just consider how much a few bucks spent on new valve springs will save you compared to a complete engine rebuild if one of them fails.

Overheating or poor oiling can cause a bearing to fail.

Monitoring your oil filter for pieces of babbit can help you catch this before a spun bearing causes big problems.

Checking valve lash on valvetrains with solid lifters is a regular chore, but monitoring how the lash changes over time can give you a clue to the health of your valvetrain.

A dead cam lobe, which you can see here, will show up as valve lash that increases unexpectedly.

SOURCES COMP Cams www.compcams.com

(800) 999-0853

POWERHOUSE PRODUCTS www.powerhouseproducts.com

(800) 872-7223

Regularly monitoring your valve spring pressures with an on-head checker such as this can help you catch and replace a failing valve spring before it causes really big engine damage.

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STORY BY JEFF SMITH

THE 22ND ANNUAL

ADVANCED ENGINEERING TECHNOLOGY CONFERENCE An Education in Engine Performance

It may be billed as the conference on the latest advancements in engine performance technology, and it certainly is all of that. I’ve been attending the Advanced Engineering Technology Conference (AETC) for nearly 20 years, and for me it’s as much about meeting friends and fellow gearheads as it is about a new twist on camshafts or induction tuning.

The AETC is three days of presentations

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that have that comfortable return-to-college feel, except that you are guaranteed that everyone in the room is keen on the subject. Some of the presentations intentionally push your knowledge base, and some of it might just seem almost too basic, but you can bet that everybody is taking notes, right down to some of the professionals who could easily be up there laying out the information. One thing that brings me back to

AETC is that, as chief wrangler and keeper of the microphone Harold Bettes says, you can learn as much from a fellow attendee over lunch or snacks between sessions as you can from the presentations. As an example, one year after Dr. Dean Hill completed one of his famous lectures on combustion, I asked a simple question over spare ribs and iced tea about mixing gasoline with nitromethane. I quickly learned that while

E

those two fuels don’t mix, he informed me that there was a little-known fuel called nitropropane that did mix with gasoline. That set me off on a dyno adventure that ended up costing several broken pistons and a cracked block, but it was a learning experience. And, yes, you can mix the two if you seriously richen the mixture in the carburetor—about one jet size for every 1 percent of nitropropane. That ratio was hard-earned.

One of the first presenters at the 2011 conference was another friend, Lake Speed, Jr., who offered an hour’s worth of excellent information on the changing face of engine oil. Much of this centered on how OE manufacturers have modified the mix of wear-minimizing zinc and phosphorous in order to improve the life of catalytic converters. This may not sound all that important, but if flat tappet camshafts are part of your performance program, this is a seriously critical factor, because all late-model engines use roller followers that do not require the levels of zinc and phosphorous as flat tappet camshafts and lifters. As we all know, the first few minutes of flat tappet camshaft life are the most critical, and there are several very high-quality break-in oils that offer rich mixtures of zinc and phosphorous to help the cam survive. Speed also filled in the gaps about viscosity index improvers, how changing detergent levels may not necessarily be good, and about specific heat values of oil and how important that obscure aspect of oil can be to help keep your engine alive. Sure, it may sound a bit geeky, but when you’re planning on assembling a 600hp street engine, those details are very important.

Viscosity is another interesting topic that Speed touched on, with one slide that indicated where a thick oil such as a 15W50 at cold temperatures is dramatically thicker than a 0W5 oil, but at 300 degrees, the viscosities are only slightly different. Combine this fact with the simple concept that tighter bearing clearances offer the advantage to run a lower-viscosity oil, which can improve power through reduced pumping losses. Currently, many enthusiasts are content to run higherviscosity lubricants because that’s where they are comfortable. In a related point, this author tested lower-viscosity oils and saw a small but measurable power increase until the viscosity dropped to a straight 0, at which point there was a small power decrease. Later investigation pointed to the fact that the engine was equipped with hydraulic lifters, which probably lost a slight amount of valve lift through increased lifter leak-down because of the lower viscosity. Had the engine been equipped with solid lifters, the power would have again increased slightly. Overall we realized an average horsepower improvement of 3.6 hp just by changing from a straight 30W to 0W20 race oil, and it’s possible that the 0W10 would have improved that number by perhaps one more horsepower. These are not huge numbers, but the emphasis here is on averages realized over the entire rpm band. This is why all the big NASCAR race teams long ago incorporated lowerviscosity oil as one path to power.

Dr. Robert Prucka is an assistant professor in the Department of Mechanical Engineering at Clemson University, and he is also a gearhead. His presentation on engine simulations perhaps doesn’t fit

Sure, it may sound a bit geeky, but when you’re planning on assembling a 600hp street engine, those details are very important.

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directly into the average hot rodder’s vision of a Saturday afternoon garage session, but you have to put on your big-picture glasses to begin to see where this kind of work filters down to the average engine builder. Prucka illustrated an intriguing comparison of how available and affordable engine simulation software could indicate trends that an aspiring engine builder can use to help him choose his next engine combination. Prucka shared some testing his engineering students performed using a software analysis to test the effect of intake closing on cylinder pressure. They chose that particular valve point because, of all the valve positions, intake closing is by far the most important to the engine’s overall torque curve. Prucka then used the Dynomation 5 software program (available through Motion Software—motionsoftware. com), which he said compares favorably to his far more expensive software, as a good place to start for someone interested in simulation work.

Rather than employing less accurate “emptyand-fill” cylinder pressure models, Dynomation uses one-dimensional programming that takes into account the very real pressure waves that occur in the engine to create some very close predictions of power. Prucka suggested that the program could be used to simulate the intake valve closing point for peak horsepower and then modify the intake manifold to improve lower speed torque. So here’s where a program that costs less than $500 could be used as a realworld engine-building tool.

Next on the AETC agenda was Richard Keller, the director of product engineering for Champion spark plugs. The problem for many presenters is that they have to cover the basics to ensure that everyone in the room is on the same page, but rather than use the classic oil-fouled spark plug photos we’ve all seen for decades, Keller offered some real insights into spark plug design and, more important, applications for the engine builder. Among the misconceptions that Keller covered is that mega-voltage systems are a necessity. Instead, he said, chamber conditions dictate ignition voltage requirements, with higher cylinder pressures placing more demand on the voltage side—a condition Keller called “throttle snap,” with an instantaneous low-tohigh-speed hard acceleration condition being the most demanding for voltage. Peak voltages are often not the critical requirement for an ignition, replaced in importance with rise time and spark plug arc duration for a performance engine. While Keller stopped short of saying this, these conditions point to why the OEs continue to rely on inductive ignitions and why

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virtually all engines now employ a single coil per cylinder. By design, inductive systems produce a longer spark duration than typical capacitive discharge (CD) systems. In the past, the problem with a performance inductive ignition centered on single-coil systems that suffered from reduced coil capacity at higher engine speeds. But with multiple coils, this is less of an issue since each cylinder coil has eight times more time to maximize coil saturation, which will create sufficient secondary voltage. Keller’s other interesting points related to a distinct trend toward smaller and smaller spark plugs as more real estate in the modern combustion chamber is claimed by larger and multiple valves.

Keller mentioned that current Formula 1 spark plugs are now using 8mm thread diameters and OE companies are trending away from the typical 1 4 m m t h r e a d t o w a r d smaller M12 and M10 diameters. Are you old enough to remember when all big-block Ford engines used an 18mm spark plug? An M8 plug would almost fit inside one of those older M18 Ford plugs.

Keller also spent more than a little time explaining the correct procedure for indexing spark plugs, not only just to fit a spark plug into the cylinder, but also to use the ground electrode as a type of airfoil where the ground electrode is clocked away from the intake and exhaust valve.

Then the plug can be indexed for its optimal position to allow air and fuel easy access to the plug gap to improve the onset of combustion.

Final points of interest included a discussion about how projected nose plugs can reduce ignition timing in certain combustion chambers by as much as 1 to 3 degrees compared to nonprojected nose plugs. But that only works until power reaches 800 to 900 hp, at which point non-projected nose plugs work better to control detonation. Of course, with poweradder engines, especially nitrous, non-projected nose plugs are advantageous because the longer ground strap from a projected nose plug can become an unwanted ignition source, causing catastrophic pre-ignition.

By the second day of the conference, we moved into a short discussion by Devon Rickey

from K&N on advanced filtration for highperformance engines. If you could condense his entire discussion down to one very valuable point, it would have to be that the best oil filter begins with a very good air filter. This goes beyond just the obvious air filter itself, but also to crankcase ventilation and whether the engine displaces pressure with filtered air, as with a PCV system. Often enthusiasts neglect this side of the system, which can cause unwanted dirt to enter the lubrication system. One of the other salient points delivered was that the typical wet-style K&N performance filter actually improves as it becomes dirtier. The dirt in the filter actually traps more particles, measurably improving its filtering capability. So for a typical

...the typical wet-style k&N performance filter actually improves as it becomes dirtier street enthusiast, this might mean leaving that filter in a little longer before its next cleaning as a way of improving the filter’s performance.

As for oil filters, a good portion of the presentation centered around K&N’s research with balancing filter media to pull as much dirt from the oil as possible while minimizing the inevitable pressure drop that occurs across the filter. The proper filter is one that minimizes the pressure drop. Minimizing the pressure drop also minimizes the horsepower requirement to drive the oil pump. While virtually all filter systems bypass a given amount of oil, Rickey emphasized that the engine builder should make sure that the bypass opening pressure is above the pressure drop of the filter at the intended flow rate. A system that is bypassing around the filter is no long achieving the desired result.

But plugging that bypass, which was a common modification in years past, is not a good idea, since this forces all the oil through the filter, which in cold conditions with a high-viscosity oil can cause filter O-ring rupture problems.

Next on the presenter list was Edelbrock’s director of engineering, Rick Roberts, whose work on intake manifolds extends far beyond the cut-and-try methods of the past. His presentation was all about determining runner cross-section area, presenting several equations

used to determine not only the cross section of the port but also its length. The interesting part of Roberts’ presentation was on the effect of Helmholtz resonance and how it can be viewed much like a weight placed on top of a coil spring, with the weight as the mass and the spring a constant. He showed how, using his included formulas, it’s possible to determine an initial cross-section and length of a port and then how these inputs were used to build a prototype intake manifold for a 565ci Sportsman big-block Chevy with a 5-inch bore spacing block and cylinder head engine. At first, this may seem like intimidating, collegegraduate-level math that may be a bit inflated in importance. But the reality is that it reveals how math models can be used to help focus more quickly on a final intake manifold design.

Moving on to “Advanced EFI Strategies and Tuning for Engine Power Adders and Racing,” Lance Ward is one of Fuel, Air, Spark Technologies’ (FAST) lead design engineers.

His presentation pointed out several EFI tuning inputs that were worth noting. For example, when it comes to pulse-width modulating (PWM) nitrous and gasoline solenoids, Ward pointed out that these units become non-linear at the extreme ends of the duty cycle. This places limits on working in the areas below 20 percent and above 80 percent, where the output may not necessarily be what the math predicts. He defined PWM as using a controller to vary the amount of nitrous and fuel delivered to the engine. This is typically how a progressive nitrous controller works to deliver a varying amount of nitrous and fuel to the engine. The term duty cycle refers to the portion of “on” time versus “off” time for each solenoid. A 50 percent duty cycle would be where the solenoid is open for half of the total time and would therefore deliver half of its rated nitrous or fuel. Here, nitrous, and also turbochargers, are excellent candidates for electronic control.

The integration of nitrous with EFI is fairly straightforward, but it offers advantages where the tuner can trim the amount of timing retard based on rpm. For example, you can pull more timing out at and around peak torque where volumetric efficiency is at its highest to prevent detonation while pulling less timing out at areas above peak torque where the engine’s VE curve is less efficient. For turbocharged engines, wastegate control can be PWM’d to create a non-linear boost curve. Ward explained that this control extends to using a time-based model to regulate the addition of boost over

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a set time based on when the car leaves the starting line. Other variables that can be used to help control either boost or nitrous include TPS (throttle position sensor) or rpm, which can be triggered from a clutch or trans-brake switch.

He also touched on FAST’s XFI 2.0 EFI system, which includes an interesting traction control option that offers the tuner the ability to measure, with a driveshaft sensor, output shaft speed that can then be incorporated into a rate of acceleration graph. The user defines a given rate of acceleration based on previous data logging from a good pass. With a few appropriate input keystrokes , the XFI system measures driveshaft speed and can use ignition timing retard to reduce shaft over-speed situations based on the change in rate of speed accelerations. This is a drag-race-only application and may not be legal in certain class applications, but again, this indicates the ability of the EFI system to allow a tuner to create an idealized pass.

After Ward’s information, we next heard from Jason Youd from PAC Racing Springs for a look into the world of valve springs. While there is a lifetime of experience in the art and science of building valve springs, the important information for the engine builder is to take a systems approach to valvetrain design, especially in regard to spring life. Youd emphasized that spring temperature is a major factor on dynamic spring life, which explains why spring oilers have become popular with endurance engine builders. Youd presented a graph that illustrated a nearly linear relationship between spring temperature and reductions in open load as the spring approached 350 degrees F. Perhaps one of the more interesting details in the presentation was that, according to PAC testing, 7-degree locks appeared to be superior to 10-degree versions with no difference in load capacity.

Another excellent point related to pushing the spring to near coil-bind points at max valve lift.

The accepted theory is that bringing the spring close to coil bind at max lift is an excellent way to help dampen spring oscillation. The question then became how close to coil bind can an engine builder take the springs? Youd offered coil bind tolerance could be as tight as a total of 0.025 inch, which could reduce the coil-to-coil clearance to as little at 0.005 inch, but this places the responsibility on the engine builder because he must now check every single spring to ensure that the coil bind spec is consistent, because there will be variations between springs. One step in this direction is the new ovate wire springs that are flattened slightly to offer more coil bind clearance. There was also a discussion

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of moving to beehive-style springs that offer reduced weight but at the sacrifice of some rate compared to dual springs. The discussion also offered that there might be some slight power increases of 1 to 3 hp that could be attributed to reduced load on the camshaft.

Bill Hancock next took the podium to offer insights relating to a professional approach to track testing and what the engine builder can expect from maximizing time on the track.

Much of this information should be accepted doctrine for good racers, but it’s worth repeating. For example, making one change at a time is standard practice (although this seems to be almost universally ignored), but along with that is the A-B-A test method where a baseline is established and then a modification is tried and then the car is baselined again to ensure that nothing changed. If the baseline time is achieved, then the modification can stand as a proved result. Perhaps some of Hancock’s best suggestions had to do with preparing for the

Much Of This information should be accepted doctrine for good racers, but it’s worth repeating.

test, by ensuring all the parts actually fit the car before the test starts, including adequate spare parts, and a detailed test plan backed up with several alternative plans in case your primary task is torpedoed by breakage. Data analyzing was another of Hancock’s interesting suggestions.

For example, he suggested plotting all data on a graph to show trends that may not be obvious merely by looking at the raw numbers. For a drag racer, for example, plotting the e.t. for 60-, 330-, 660-, 1,000-, and 1,320-foot increments is an interesting way to evaluate changes in the car’s performance. What might be even more educational would be plotting your car’s performance against a different car that runs similar times to see where the cars differ and where potential improvements may exist.

Josh Stewart was next on the presenter list to deliver information on valvetrain design and development as employed by Roush Yates Engines. While he displayed impressive system model equations that looked mightily complex, what was more interesting from an engine builder’s standpoint was his mention that a pushrod could be used as a dynamic tuning tool.

From this, we could infer that a given amount of stiffness could be used to interact with the

rest of the valvetrain to modify a level of kinetic energy in the system at a given rpm. Stewart also delved into two degree of freedom systems and how reducing rocker arm mass at the valve should be beneficial to the dynamics of any valvetrain. This directly related to rocker arm design and the potential inherent advantages of steel versus aluminum rocker arms with respect to the rocker’s moment of inertia (MOI).

His presentation went on to indicate that their testing revealed that while a steel rocker increased the MOI by 22 percent and also increased the mass by 17 percent, they gained a massive 84 percent in stiffness, which improved overall valve lift and durability. Ultimately, Stewart said that improvements to individual components still require an overall evaluation to ensure that the system sees improvements rather than focusing on just the single components.

This is where access to a Spintron is the ultimate way to evaluate these changes, but dyno testing is also a way to obtain trend indications that can be valuable.

In terms of practical engine builder information, perhaps the best presentation was the final one with engine builder Jon Kaase of Jon Kaase Race Engines. This multiplechampionship-winning IHRA Pro Stock and NHRA Pro Stock engine builder and crew chief offered several practical engine-building tips, starting with how his testing with progressively thinner rings has resulted in using 0.032-inchthick top rings that was worth an amazing 25 hp over the previous 0.046 rings. He also dissected in detail how an issue with cracked connecting rod caps was traced to a recessed radius for the capscrew bolt heads and became a starting point for stress cracks. The cracks appeared in the thinnest part of the rod cap that required a redesign to increase the surface area around the rod bolt to eliminate the stressed area. Simply stated, the counterbore for the fastener that is often used on rod and main caps creates a very tight radius that concentrates the load and can cause a failure. By eliminating that counterbore, that stress is removed. Kaase then showed a picture of a stock 460 Ford main cap that was smooth across the top to demonstrate that the Ford engineers realized this 50 years ago, which brought a great response from the attendees.

Kaase next showed photos of a simple go/ no-go gauge he built to broach tight bearings to create a 0.002-inch clearance. Another simple tip that can prevent damage to sensitive race engines begins with paying attention to the details. He mentioned that after running a race engine on the dyno with a set of mild steel

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headers supplied by the customer, he noticed rust particles captured in between the top and second rings. The headers had a bad case of rust on the inside of the primary tubes and the reversion present with the engine’s significant camshaft overlap had inhaled that rust all the way through the engine and deposited them in the cylinder. That rust also caused scratches in the cylinder walls on all eight cylinders. He now spends the money for stainless headers that eliminate the corrosion issues.

Kaase also spent significant time discussing piston rings, emphasizing how he demands no more than 0.0015 inch of vertical clearance between the top rings and the ring land. He also showed how a ring that was radially 0.008 inch wider contributed to nearly blocking off the vertical gas ports drilled in the top of the piston.

Another simple engine-building tip Kaase shared was using an 80-grit, 2-inch-diameter abrasive disc to dress the sharp edge of each tooth on a steel roller camshaft. The final lathe cut on these gears leaves a sharp edge that can destroy a bronze distributor gear very quickly. Dressing the teeth on the cam gear and then following that with a Scotch-Brite pad (concentrating on the drive side of the gear) radically increases the life of the bronze distributor gears. Along those same lines, he says the most used tool in his shop is a Scotch-Brite de-burring wheel he buys from Grainger. Finally, he showed us a tool he made by combining a typical reamer with pushrod ends that he uses to locate its position in the cylinder head. If the engine needs a slight touchup for pushrod clearance, he uses this tool and fills the reamer with grease to catch the chips.

Along with a panel discussion that included the presenters from all three days available for individual questions, this capped a successful 22nd annual Advanced Engineering Technology Conference and immediately led to discussions about potential presenters for next year’s event, which precedes the Performance Racing Industry show in Orlando, Florida, in early December. You should consider planning your trip for this year’s event as part of your continuing performance education.

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GEARED FOR Selecting the SUCCESS Correct Distributor Gear Don’t let this happen to your engine. Distributor gear failure can have huge consequences.

Composite gears are the most versatile of all gears.

The distributor gear is one of the smallest components in the engine, but also one of the most important. Why? Because spark timing is driven off of the distributor gear and, in most cases, the oil pump is driven by this component as well. One part—two key jobs. It’s no small wonder that getting the right gear can make a huge difference in the way your engine operates.

The four most common types of distributor gears are composite, bronze, cast iron and hardened steel. Composite distributor gears are manufactured

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POWER & PERFORMANCE NEWS

from a super-strong polymer that both increases durability and is the lightest in weight. COMP Cams composite distributor gears are dynotested and available in several shaft diameters for popular street and race applications.

Bronze distributor gears are made from extruded aluminum bronze with five percent nickel added. These gears conform well to the mating camshaft and will not damage the cam gear. They also feature a strong tooth design that resists wear.

Cast-iron gears are developed in a manner that solidifies the outer layer while leaving the core molten iron. Since cast iron contains 2 percent

carbon, these gears work well with cam gears made from the same material.

Last on the list, hardened-steel distributor gears are most often used in mass production by originalequipment manufacturers. Steel is the hardest of all the distributor gears, and they are designed for the long life experiences by mild factory engines.

Correctly matching your distributor gear to the type of camshaft in your application is one of the most critical steps when building an engine.

Both camshaft type and material affect the type of distributor gear you need. Selecting the improper gear can lead to premature gear wear, possible

Cast-iron gears work well with cam gears made from the same material.

most common distributor gear types and pairings, but if you have a unique application or specific concerns, please contact COMP Cams to make sure you are utilizing the right components.

There are several trouble areas that may arise due to improper distributor gear selection. First, it is imperative that shimming heights are correct, meaning it is critical for the distributor gear to be centered to mesh properly with the cam gear.

Bronze gears If this is not done, a process called conform well to the “knife-edging” will occur. mating camshaft and The use of a high-volume oil will not damage the pump can wreak havoc with all types cam gear. of distributor gears, due to the increased resistance to rotation by these types of oil pumps. Small-block Fords have historically been one of the toughest applications in which to make a distributor gear “live” due to engine oiling design. They also have the smallest distributor gear in the industry, and the lubricating oil splash may not be sufficient.

Remember, if you are replacing a camshaft, it is also necessary to match it with a new distributor gear. The old gear will be mated to the original camshaft and will not work properly with the new cam application. Don’t be cheap—get a fresh gear, and save your new engine from premature failure.

Hardened-steel gears are commonly used by OE manufacturers for engines that are destined for high mileage.

camshaft wear, voiding your camshaft warranty and, ultimately, engine failure.

Ideally, your distributor gear will be softer than your cam gear. This allows for proper mating and prevents excessive wear on the cam gear. Most cams come with multiple distributor gear options; however, it is of utmost importance to know your cam type prior to making a selection. Cast-iron and composite gears are suited for hydraulic and solid flat tappet cams, while hardened-steel and composite gears mesh with austempered ductile iron hydraulic and solid roller cams, or those camshafts that have been nitrided. Either bronze or composite distributor gears are your options if your camshaft is a billet steel hydraulic or solid roller.

When used with a steel camshaft, the composite distributor gear has increased durability of 300 percent over a bronze gear. 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. These are the

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STORY BY SIMON RICHARDS

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WARM AND DRY Keep the Weather Where It Belongs With Steele Rubber Weatherstripping

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POWER & PERFORMANCE NEWS

the need for new weatherstripping parts that you have been able to get away with before, but hoods and trunks have their own rubber products that now need to be replaced.

The problem is that locating OEM weatherstripping can be a daunting task, given that most of the vehicles that really need it are going on 40-plus years old. Even new-old stock can have deteriorated or simply become hard and brittle with age.

Thankfully, companies such as Steele Rubber Products produce those much-needed rubber pieces that can be the difference between finishing your restoration or not.

Steele admits there’s nothing particularly exciting or sexy about restoration rubber parts. It’s not like an engine that you can see

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“Baby, It’s Cold Outside” is more than just the title to an old song; it can be the truth when tooling around during the winter months in your classic car. It can also be very wet outside, and if the state of your rubber door weatherstripping is less than secure, then that cold and wet will creep into the interior and then into you and your passengers. So keeping that cold and wet outside is a major consideration when talking about being comfortable inside your classic vehicle.

With many builders doing complete frameoff restorations, the first thing that is removed is the weatherstripping, and that goes for more than just the doors. The need for new weatherstripping extends to other parts of the car, as well. With that new paint job comes

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Steele Rubber Products still makes all of its parts the old-fashioned way, and the high-end rubber parts produced at the company’s facilities are still handled individually and manufactured by hand using forms and tooling that are manufactured by the company itself.

Steele Rubber’s goal is simple: to produce the world’s largest inventory of dependable and quality rubber parts for classic cars, trucks, muscle cars and street rods.

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POWER & PERFORMANCE NEWS

and hear, or a paint job or interior where it’s all flash, but the folks at Steele Rubber Products take their job very seriously, as they know that, unlike a paint job, it’s easy to know whether their product is doing its job or not. A fast drive on a cold winter day will instantly tell you if a seal is actually sealing or if it’s allowing in that cold. Not to mention there’s the telltale whistling sound that comes from a seal not quite tight. Steele Rubber Products produces its rubber parts to the exact specifications of the factories, and they are literally exact replicas of the factory piece, so there is no chance they won’t fit correctly.

The history of Steele Rubber Products is one of an American business that has been an active part of the classic car hobby for many decades.

Steele Rubber Products still makes all of its parts the old-fashioned way, and the high-end rubber parts produced at the company’s facilities are still handled individually and manufactured

by hand using forms and tooling that are manufactured by the company itself. There may be faster ways to make these parts, but the oldschool methods that Steele employs ensure that Steele parts fit and perform better than anything else on the market.

Steele uses its own unique blend of EPDM rubber, short for ethylene propylene diene monomer. Its formula helps resist ozone, ultraviolet radiation and the impact of weather.

This attention to detail helps ensure that Steele parts last longer than the original parts, which were often made from SBR, or styrenebutadiene rubber. Steele parts can be expected to last 25 to 30 years.

To ensure proper fit and performance, Steele only manufactures parts after painstaking research using original parts. Therefore, it may take longer to make a new part, but the results are worth the wait. In addition, all of Steele’s

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parts have been installed back on the original vehicles to ensure they fit properly, perform great and look better than the originals.

For years, Steele was known as the company that made parts for the big GM cars from the ’30s through the ’70s. However, during the past several years, Steele has been adding Ford and Mopar parts to its line of quality parts. The company even offers a line of more than 300 “by the foot” extrusions for hot rods and custom applications.

The company was founded in Detroit more than 50 years ago by Lynn Steele, who, after leaving the Air Force, began working as a tooland-die maker. He was producing tooling for many companies that were suppliers to Detroit’s automakers, and, feeling the tug, he formed his own company, known as Tool Craft Die & Engineering. It was about this time that he also bought his first collector car, a 1931 Cadillac V-12 Town Sedan. During the restoration process, Lynn had no problem finding hard parts for the car, but had trouble locating rubber parts.

Using his skills, he created his own dies and ran off his own rubber parts for the car.

Soon, word began to spread about the tool-and-die engineer who could produce exact replicas of classic rubber weatherstrip.

Lynn began to travel the classic car swap meet circuit selling his restoration rubber parts, and a business was born. In 1975, Lynn grew tired of the cold and the business turmoil of Detroit and relocated the business and his family to the warmer climate of Denver, North Carolina.

Today, Steele Rubber Products produces more than 12,000 unique rubber parts for American-made vehicles from the 1920s through the 1990s. The majority of its parts are still made at its facilities in North Carolina. Visitors are encouraged to stop by the plant to see bulk rubber arrive on one of the factory lines, and see the finished rubber parts on the other end. By having control over the complete production process, Steele is able to control the entire process, thus ensuring quality in all of its parts.

Today, Steele is still making one rubber part at a time, using the same principles and practices handed down by its founder, Lynn Steele. They believe it is this attention to detail that has allowed them to become such a big player in the industry, and they see no reason to mess with success.

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81

STORY BY SIMON RICHARDS PHOTOS COURTESY OF BED WOOD AND PARTS

WOODN’T IT BE NICE? Bed Wood And Parts Does Its Part For Classic Truckers

What does a geologist do when he can’t find the correct bed wood for his classic truck? He decides to produce his own.

That is exactly what Jeff Major, president of Bed Wood and Parts, did.

Major had been working as a geologist specializing as a core driller upon graduating Kentucky’s Murray State University. While working on his hot rod, he discovered that the oak bed wood he needed for his truck was below his standards. Upon hearing that was what there was take it or leave it, Major decided he could do a better job.

That was in 2006. In the ensuing years, Major has taken Bed Wood And Parts and become one of the foremost manufacturers of not only bed wood kits, but also virtually any wood product one would need or imagine. If you supply the plans, Bed Wood And Parts can custom build any design you desire. He can also make it out of any wood you can imagine, from basic oak to exotic hard woods, such bird’s eye maple, rosewood or even other exotics.

With more than 40 domestic and exotic woods, it might be difficult to choose the ideal wood for your project. That variety is what sets Bed Wood

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POWER & PERFORMANCE NEWS

apart. Just as paint manufacturers provide a palette of color, Bed Wood offers you a palette of color and wood grains. “Custom trucks and hot rods deserve way more than an average bed kit,” Major says. “Whether it is oak or one of our newest woods, like Iroko, we offer the very best.”

The newest woods offered by Bed Wood for trucks are Burmese Teak, Iron Wood, Iroko and three types of bamboo. Each wood has a distinctive color, grain and appearance. The exotic woods offer the builder an alternative to the standard look of oak while offering your project a durable and usable bed. These new woods (and all the woods offered) can be ordered in a pickup kit, custom fabrication or as a RetroLiner.

These woods are unique, and the bamboo is a sustainable wood product that is ideal for the market’s “green” footprint. The wood has a look and grain that enhance the vehicle’s image. Many builders have already begun using the bamboo, including one customer who is using it on his SEMA display truck. Bed Wood is committed to offering products that are green and renewable.

Major also makes sure that the hardware holding his wood pieces together are the best he can offer. His BedStrips are polished, extrudedaluminum strips with hidden fasteners for securing bed wood in early-model trucks. The BedStrips are custom-cut for each specific OEM or custom application and feature a show-polished finish that is clear anodized for durability. BedStrips have previously been offered in just two distinct styles, the “Double-Hump” and the “Speed Bump.”

Now, BedWood has released a smooth, sleek and clean look, the “Flat Top.” “Featuring the same benefits as the other two designs,” Major says, “the Flat Top offers builders a clean, unobstructed look for their bed wood.”

These extruded strips complete the look, fit and finish of any Bed Wood kit. Aside from improving the look of your wood, the BedStrips will securely align your Bed Wood kit. The show-quality strips with the hidden fasteners ensure a clean, smooth style that will enhance the bed of any truck. Proudly, all BedStrips are made in America.

But what happens after the milling process?

Bed Wood offers a full line of wood-finishing products to protect and beautify the wood product, including EZ Rub. “The EZ Rub oil finish is another product that will assist our customers with a complete installation of the fine wood products that we produce,” Major says.

“Custom woods are open to the elements and must be properly protected to ensure a quality appearance.” Bed Wood’s EZ Rub is an effective way to provide a natural look and protection for the wood bed of any vehicle. Specially formulated, the natural oil will penetrate the surface of the wood. When applied as directed, EZ Rub provides a natural, long-lasting finish that protects from the elements, provides two levels of UV protection and inhibits both mold and mildew.

Major may have never thought during his finals at Murray State that one day he would be heading up a company that produces custom wood products for hot rods and classic trucks, but it seems that, as head of Bed Wood And Parts, he has seen the forest for the trees.

SOURCE Bed Wood And Parts www.bedwoodandparts.com

(270) 424-3000

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CURE FOR THE UNCOMMON CRUISE TCI’s New 6x Six-Speed Trans Provides Strength and Overdrive Efficiency

The TCI 6x Six-Speed is a versatile transmission featuring six forward gears, with a final overdrive gear providing excellent improvement in fuel mileage and efficiency over non-overdrive transmissions.

There once was a time when muscle cars ruled the land and 101-octane premium leaded fuel was available for 32 cents a gallon on any corner. But that was then… and far from today’s reality.

For performance enthusiasts, a 10-mpg muscle car places an amazing strain on the budget. With gasoline hanging around (and over in some places) the $4-a-gallon mark, it makes sense to install products that improve the efficiency and performance of these legendary machines (and just about any vehicle). Such is the case with overdrive transmissions that provide an overdrive gearing, improving fuel mileage and often helping performance with better low-end gearing for faster takeoffs.

For enthusiasts looking for an overdrive automatic transmission, the 700R4-into-classic-muscle-car swap has been popular. But it lacked real strength, and muscle car or performance vehicles such as offroad vehicles could easily bring to an end to the life of one of these units. As an alterative, muscle car fans often bolt on overdrives, but fitment issues were common, requiring massive modification just to make them fit the bodywork. Enter the TCI 6x Six-Speed transmission.

With the 6x Six-Speed, TCI has created a transmission capable of

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handling over 850 hp, yet it is docile enough for street driving. With six forward gears, and based on the highly sturdy GM 4L80E case, this smooth-shifting transmission features low-end gearing (2.97:1, 2.23, 1.57, 1.18, 1.00, 0.75 ratios) to help initial takeoff when racing, and dramatically improved overall fuel efficiency through its overdrive ratio. Best of all, the TCI 6x Six-Speed may be the first “equal opportunity” transmission; with TCI-designed installation packages, it is compatible to fit not only GM products such as Chevy and Pontiac, but also Ford and Chrysler. How’s that for versatility?

The TCI 6x Six-Speed requires the use of the innovative EZTCI transmission control to dial in the transmission for your needs, including all shift points and overall

Using the GM 4L80E case provides an extremely strong base for this transmission, and a huge improvement over the GM 700R4 that was commonly used by muscle car fans with oftendisastrous results. The 6x Six-Speed can handle up to 850 hp. shift firmness. Because it is compatible with the TCI Outlaw two-button shifters or paddle controls, you can give your classic muscle car state-of-the-art performance, including precise shifting controls at the tips of your fingers.

To ensure durability, TCI engineers run each transmission across a hydraulic tester valve-body dyno and computer-controlled transmission dyno to ensure proper line pressures and topnotch transmission performance. Proof of this Triple Testing process is included with each transmission, shipped in the form of individual serialized spec sheets containing test scores. In addition, each TCI transmission utilizes the patented HDT Coating for cooler operating temperatures and improved drivetrain efficiency.

So, for those folks who require a modern transmission in their classic machine, TCI’s 6x Six-Speed is the perfect combination of strength and performance. Those days of 32-cent highoctane premium may be over, but that doesn’t mean you can’t enjoy your vehicle to its fullest.

Cruise on!

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To make the TCI 6x Six-Speed compatible with non-electronic-control platforms such as classic muscle cars, the EZ-TCI computer system becomes the brains of the transmission, allowing the tuner to set shift points and other transmission specs for the best performance and efficiency.

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CURE FOR THE UNCOMMON CRUISE

One of the great features of this transmission is that it is not limited to GM’s Chevy and Pontiac engines; with special adapter kits offered by TCI, it is also compatible with Ford and Chrysler engines. This is the Pontiac adapter system.

The TCI 6x Six-Speed transmission features gearing selected for best performance. Gear ratios for this transmission include a 0.75:1 ratio final overdrive gear for great mileage gains. Complete package systems such as the one shown here include everything for installation, including fluid and highperformance shifter, and are very popular with racers and street enthusiasts alike.

The 6x uses Alto Red Eagle clutch packs, which are the same type used in the TCI ProX Turbo 400 transmissions that are capable of handling 2,500 hp.

SOURCE TCI AUTO www.tciauto.com

(888) 776-9824

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Quarter Master tests all of its products in real-world environments. This late-model Camaro is often used for testing clutch and drivetrain components.

So you want to be successful in business?

Deliver a quality product that consumers can only buy from you. Such was the case with Ed Stoffels, founder of Quarter Master Clutches, who discovered that multi-plate clutches deliver excellent performance in racing and street applications—and brought them to a hungry U.S. audience.

Quarter Master, which opened in 1958 as a quarter-mile drag race chassis manufacturing company (thus the name Quarter Master), quickly moved beyond chassis building, bringing multi-plate-style race clutches to the U.S. At the time, multi-plate clutches were popular in Europe, but their availability in the U.S. market was extremely limited.

Quarter Master rapidly became the major player in the design and manufacturing of racing clutches, concentrating on the circle track market. By 1976, the company had evolved into a full manufacturing and service company and was recognized as the industry leader in clutch and clutch component manufacturing.

In addition to manufacturing clutches, the company also expanded into the production of other circle track racing driveline products, such as quick-change gears for midget and

stock cars, flywheels, bellhousings, starters and many other related components. In 2003, Quarter Master launched its industry leading “Optimum” clutch line, and in 2005 it introduced its first Clutchless Bellhousing Kits for internal clutch transmissions. The company was now successfully positioned as the industry leader in circle track driveline component manufacturing.

Quarter Master joined the COMP Performance Group in 2008, and in doing so gained additional resources and access to a group of the performance automotive aftermarket’s most experienced and highly skilled engineers.

In 2010, Quarter Master used these resources to break into the high-performance street/strip clutch market. The engineering team was given the challenge of taking their years of knowledge and experience and developing hardcore race clutches and adapting it for use in a street clutch.

The final product not only needed to yield the same high levels of performance and durability as a race clutch, but it also had to remain driver friendly. The result was a new type of clutch that performed reliably at the strip with proper pedal comfort for daily driving.

The first of these new clutches, an 8-leg Mitsubishi EVO clutch, was a big success.

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Quarter Master recently introduced this lightweight 5.5-inch Optimum Ultra-V Clutch Kit and additional upgrade kits for asphalt Super, Limited and Crate Late Models.

Quarter Master carbon fiber driveshafts offer the maximum in weight reduction and decreased moment of inertia in addition to high strength and durability. This driveshaft is built for Pro Stock competition.

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POWER & PERFORMANCE NEWS

Quarter Master quickly followed up with similar street clutches for DSM, Subaru WRX and other high-performance applications.

In addition, Quarter Master created clutches for LS-powered Camaros and Corvettes and late-model 5.0L Ford Mustangs.

In 2011, Quarter Master continued to expand by acquiring Tomar Racing Clutches, a well-known leader in the oval and sprint karting market, as well as MX motorcycles. Tomar brought a history of track-proven, racewinning results with 2- and 4-cycle, wet- and dry-design kart clutches, as well as with motocross racing wet-design clutches. This acquisition allows a racer to start his or her career with Quarter Master products in karting or MX motorcycles and continue to use the products as they progress up the ladder to the very top levels of professional racing.

Due to its constant expansion and innovation, Quarter Master has earned the respect and loyalty of performance enthusiasts and racers of every level from all across the country. The company’s success is rooted in its philosophy of providing only the very best products and services no matter what the intended use.

“We strive to be the very best on every level of product manufacturing and customer service,” said Quarter Master General Manager Jeff Neal.

“By utilizing our substantial engineering and manufacturing resources, Quarter Master goes all-out in providing racers and high-performance vehicle owners with a world-class level of high-quality driveline products. Whether it’s somebody calling about their street clutch, their son’s kart clutch or one of our NASCAR team’s clutches, when it comes to customer service, we are second to none in offering personal service.”

Maintaining its position as the number one driveline company in such different markets is

no small task, and Quarter Master is always two steps ahead of the rest in product development and customer service. On the manufacturing side, Quarter Master products are produced on the most sophisticated state-of-the-art CNC equipment, mills, gear-cutting and broaching equipment available. In addition, every product is subjected to rigorous quality control inspection before it leaves the plant. On the engineering side, the company employs the best and brightest engineers, who strive to develop new and better products for racers in every category.

Moving into the future, Quarter Master is prepared for extensive growth in three major avenues: street performance, hardcore race and karting. From superspeedways to local tracks, NASCAR to the weekend warrior, on the street or at the strip—Quarter Master has the driveline components that give drivers the winning edge.

SOURCE QUARTER MASTER www.quartermasterusa.com

888-CLUTCH-1 ((888) 258-8241)

A division of Quarter Master, Tomar is a leading manufacturer of high-tech kart racing and motocross clutches, driveline gears and related clutch accessories for hardcore racing applications.

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STORY BY STEPHEN K. ANDERSON

PROTECTED

ENVIRONMENT Dynamat Redefines Possibilities in Transportation Xtreme Dynamat is the most advanced product of its kind, incorporating VECTOR chemistry into its arsenal of capabilities. Combining a 0.060-inch layer of elastomeric butyl, a special sound deadener, with an aluminum sound wall just 0.004 inch thick, Xtreme Dynamat does what others cannot. It provides nothing less than the highest damping qualities available today, reducing vibration and noise like no other product on the market.

It comes as no surprise that Dynamat quickly established its name as the leader of sound-deadening and heat-insulating materials. Everyone from the who’s who to the everyday craftsman embraced its applications in hot rodding, sports car circles, classic passions and any other vehicle worth its weight.

Over time, Dynamat has joined a short list of instantly familiar titles and trademarks that have cemented their logos upon the psyche of the people, much like Band-Aid, Coke, Kleenex, Scotch Tape and, yes, Ferrari. While this brand holds the lion’s share of its marketplace, it’s for good reason, because, as with those products, Dynamat has gained favor among those

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Get Serious About Making

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who enjoy and maintain, shape and drive the finest vehicles on the planet, including the great marques of Europe.

There’s good reason Dynamat quickly became the favorite, as this superior damping material was first offered in full sheets suited to a range of applications, allowing anyone to handle the installation. What’s more, while the initial product was difficult to keep in stock, Dynamat designers were already working nights expanding the scope of this dynamic dynasty.

To build on Dynamat’s basic properties, owner Scott Whitaker went a step further—in fact, many steps, with ever-better materials to suit a wide range of needs. Ultra-lightweight Dynaliner was conceived as a secondary boundary layer that is both crush and tear resistant. In addition to providing the highest insulating properties available in a singlelayer, synthetic-foam material, Dynaliner will not absorb moisture and is unaffected by oils.

Dynaliner comes in three thicknesses: 1/8-inch, 1/4-inch and 1/2-inch, for every portion of the car.

From that same innovative thinking came Dynamat’s Xtreme product lineup, incorporating space-age VECTOR chemistry. By combining a 0.060-inch layer of elastomeric butyl, a patented material incorporating unique chemical properties as a sound deadener, and a 0.004inch aluminum facing as a sonic wall, Dynamat Xtreme truly accomplishes the impossible. While it all sounds quite technical, the thin line between it and other materials silences all doubt with the

highest damping efficiency available, reducing vibrations and noise better than anything that has been developed to date. What’s more, Dynamat Xtreme easily conforms to any surface with its malleable, 4-mil aluminum layer, creating impossibly dead spaces in the liveliest machines.

Like Dynamat’s first offering, Dynamat Xtreme is offered in a number of applications, including its Custom Kits for doors, package trays, floors, trunks and other areas that, little by little, combine in a cacophony of noise that overwhelm the passenger area and take away from the driving experience. By doing away with the vibrations and subtle movements subwoofers create in and around panels and compartments adjoining seating, Dynamat Xtreme forms an environmental barrier that must be heard, or, more to the point, not heard to be believed.

Never before has silence been so golden.

Like other products in its arsenal, Dynamat’s door kits reduce noise levels by as much as 30 percent, creating an effective sound barrier that quells road noise and vibrations emanating from the hardware within and the noises trying to get in. As a result, the capabilities of your audio system are enhanced by an acoustic enclosure, enabling speakers to reproduce every musical nuance, whether subtle or resounding.

Then there’s DynaPad, a foam, vinyl barrier composite that provides thermal insulation as well as acoustic attenuation that effectively blocks unwanted noise and intrusion while insulating passengers from excessive heat and

Airflow Technology

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 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:

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Like several of the exceptional products in Dynamat’s lineup, Xtreme Dynamat is easily fitted to almost any surface using its effective self-adhesive. Once you’ve determined its placement and sizing in a given area, simply peel off the backing and carefully position it within the chosen location. From there you’ll soon discover a new silence that will unlock the best your vehicle has to offer.

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Dynaliner was conceived as a second boundary layer, building upon the strengths of Dynamat by bolstering its capability. Both crush and tear resistant, Dynaliner provides the most effective insulating characteristics available in a single-layer, foam-type material. It is impervious to oils and will not absorb moisture, and it’s available in 1/2-inch, 1/4inch and 1/8-inch thicknesses for your specific needs.

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Other than switching off your engine, nothing silences unwanted noise better than Dynamat’s Hoodliner, a 3/4-inch acoustic foam reinforced with an aluminized skin that soaks up unwanted engine noise. Both oil and water resistant, it shrugs off the elements to retain its clean, shiny appearance while doing away with the negative aspects of your vehicle’s most powerful resource.

cold. Here again, someone was burning the midnight oil to come up with this innovative carpet pad replacement, as the brilliance of DynaPad cannot be denied.

When intrusion seems beyond control, it’s time for DynaPlate, a superlightweight, solid aluminum sound deadener that is as light as it is effective.

At just 0.2 pounds per square foot, or a single pound for an entire 24x30-inch sheet, this self-adhesive material does away with outside influences straight away, and installation is a snap.

To offset the occasionally pleasant but often unwanted sounds emanating from the engine compartment, Dynamat created the Hoodliner, a 3/4-inch acoustic sound-soaking foam united with reinforced, aluminized skin that is both oil and water resistant. As a result, it is easily cleaned in an environment that is inherently dirty.

Once Dynamat Xtreme is in place, DynaTape unites seams between the pieces, keeping the edges neat.

As with Dynamat’s initial offerings, each of its highly effective products provides the best results for their intended purpose. While each stands alone by design, they also share a common quality that has endeared them to loyal legions of top professionals and savvy individuals who value their vehicles and quality of life. Dynamat also makes products for the home to solve noise problems and noise migration. In the end, it’s what you don’t see, and hear, that has shaped an iconic image of quality that Dynamat represents.

Do-It-Yourself

Drivetrain Upgrades

TCI® Delivers Trusted Quality Built On 40+ Years Of Drivetrain Innovation FAST-GATE™ Shifter

Applications include GM TH200, TH250, TH350, TH400, 2004R, 700R4, 4L60E, 4L70E and 4L80E transmissions.

The TCI® FAST-GATE™ Shifter combines high-quality components and cutting-edge design to provide an easy-to-install, high performance experience that won’t break the bank.

The FAST-GATE™ Shifter features universal compatibility that allows it to be used in virtually any 3- or 4-speed street or race application. The shifter’s sturdy construction is capable of withstanding the demands of racing, yet looks refined enough for street vehicles. Precision, stamped components ensure smooth, accurate movements when shifting, and a reverse lockout mechanism eliminates the chance of transmission damage from accidentally shifting into reverse. The FAST-GATE™ Shifter includes a stylish and durable injection molded cover, cable and all hardware required for a simple installation.

Transmission Coolers

Max Shift™ Transmission Fluids

Max-Cool Transmission Coolers utilize a high-efficiency plate and fin design that reduces fluid (ATF) temperatures in demanding performance applications by up to 33 percent, delivering extended transmission durability and service life.

Max Shift™ Street Performance and Synthetic Automatic Transmission Fluids give your vehicle quicker, more consistent shifts. These premium fluids, developed with ultra-pure base oils, reduce friction & heat build-up to improve transmission life.

Also available with standard black shifter ball or right hand drive.

• Universal design mounts in virtually any 3- or 4-speed vehicle • Precision components ensure ultra smooth & accurate shifting • Reverse lockout eliminates accidentally shifting into reverse

™

SOURCE DYNAMIC CONTROL www.dynamat.com

(513) 860-5094

Join Us Online Follow TCI® on Facebook, Twitter and YouTube for access to the latest news, giveaways, deals & videos.

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ALL-STAR TEAM

Progressive Racing Engines Claims Contingency Connection Engine Builder of the Year Award For the 2011 season, COMP Cams and RHS partnered with the Contingency Connection to sponsor the COMP Cams/ RHS Engine Builder of the Year Award.

The winner of the yearlong affair was Progressive Racing Engines, based in Miami Gardens, Florida.

Each year, the Contingency Connection teams with product manufacturers as well as racers to bring various benefits to both parties. The manufacturers receive a great deal of exposure for their services and products, as competitors are required to run the various companies’ decals to be eligible for the prizes. These decals increase visibility and product awareness. Racers benefit from the program by having the opportunity to win an array of product certificates each race night from some of the top product companies in the business. Tracks also indirectly benefit from the program, as they are able to provide additional prizes to their drivers at no cost.

For the 2011 campaign, it was decided not only to reward the top-performing drivers for their accomplishments, but also to honor participating manufacturers for their achievements. The result was coined the COMP Cams/RHS Engine Builder of the Year Award.

Engine builders from across the country took part in the program as they battled for

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The COMP Cams/RHS Engine Builder of the Year Award trophy, and some of the racing reasons why Progressive Racing Engines won the award for 2011. bragging rights, but when the final checkered flag dropped, it was Progressive Racing Engines that claimed the coveted title.

Established by partners Steve McInnis and Brian Hintz, Progressive Racing Engines was founded in late 1988 with the intent of producing power plants for offshore motorsports such as powerboat racing. While McInnis and Hintz enjoyed working in the marine motorsports world, eventually they began to do some projects for circle track competitors as well.

“We learned pretty quickly that we preferred to deal with the circle track business as opposed to the boats,” McInnis explains. “There were more rules and constraints on the circle track side, and we enjoyed the confines of what could and couldn’t be done. It was pretty much openseason in the boating world, and it was getting pretty stressful to stay involved in that end of the business.”

As a result, Progressive Racing Engines began to hone its skills in producing top-notch circle track engines. Although focusing primarily on the circle track program, the company also worked in developing engines for the drag racing realm.

“Our heart was really in the circle track world, but we also began to find satisfaction in drag racing as our clients quickly began to win,” McInnis said.

Notable accomplishments by Progressive Racing Engines customers on the dragstrip include powering the 2009 ORSCA 10.5 National Championship racecar of Bill Futch, and, most recently, the engine builder claimed the Drag Radial Series Championship for Mel Nelson, who won an impressive 10 out of 11 events on the circuit.

One of the most memorable victories for Progressive Racing Engines came in 2003, when Mario Gosselin powered the company’s first-ever ARCA engine to a win at Nashville Superspeedway.

“We knew we had built a solid piece, but we didn’t know exactly how that engine would stack up, since it was our first endeavor into ARCA,” McInnis said. “After Mario won that race with our motor, Wayne Reutiman. we were beyond elated. That was truly something special for us to be able to accomplish, and until this day we still hold it in the highest regard.”

The company has achieved much to be proud of over the years, but for McInnis, his proudest accomplishment may very well have come in the negotiating room. During the 2009 and 2010 seasons, McInnis became quite concerned about how local track owners in his home state of Florida were scheduling conflicting events. The result was that tracks were drawing only 10 or so cars for their events, and, as a result, losing money. McInnis knew something had to be done to save racing in his area, and took action.

“It didn’t take a rocket scientist to figure out that these tracks were slowly but surely killing each other with their scheduling.

I knew that if they would work together, everybody could be successful again,” he said. “Not only did I not want to see local racing die for the sake of the sport, but realistically, I knew that if these tracks all went under, then my business was going to take a hit. If these racers had nowhere to race, they would no longer need my engines.”

McInnis was instrumental in the formation of the Florida United Promoters Series for the 2011 season, which allowed the tracks to work together in scheduling asphalt Late Model events. The tour was met by great car counts and successful shows for tracks and drivers. A Progressive Racing Engines customer, Tim Russell, claimed the inaugural season championship with the tour.

“Obviously I was thrilled to have one of my clients win the championship, but it was even more satisfying to see racing thrive again in Florida,” McInnis said.

Progressive Racing Engines edged Performance Auto Supply and Machine Shop out of Marysville, California, and Clark’s Automotive Machine Shop, LLC in Reidsville, North Carolina, to claim the COMP Cams/RHS Engine Builder of the Year title. For its win, Progressive Racing Engines received a $250 product certificate from COMP Cams, as well as a $250 product certificate from RHS. “We couldn’t be more proud to win this honor over so many great companies,” McInnis said. “We obviously are proud SOURCES of our products and take great pride in producing them. Winning an award like COMP CAMS this only makes us want to work that much www.compcams.com harder in 2012.”

(800) 999-0853 Progressive Racing Engines is a full-service shop, including not only complete engine building but also dyno testing—key to developing racing-winning engines.

PROGRESSIVE RACING ENGINES (305) 687-5931

RACING HEAD SERVICE www.racingheadservice.com

(877) 776-4323

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STORY BY MATT EMERY

CLASSICALLY COVERED There’s More to Hagerty Than Just Insurance facebook.com/HagertyCollectorCars twitter.com/hagerty youtube.com/hagertyknowsclassics

We have to admit it: when we think of our car insurance company, we think of it as a one-way transaction. That is, we send in our premium once a month and hope like heck we go the next 30 days without getting into an accident. And that is just for our worn-out, everyday ride. When we think of insuring our personal 1964 Nova station wagon—one we rarely drive more than a few weekends a month but have spent of ton of money on—we start to worry.

First, we worry whether our insurance company really knows what a “resto-rod” actually is. Even though we have explained what parts were added to the car and supplied pictures showing said parts, we really worry whether, heaven forbid, we get into an accident, our insurance guy will think they owe just the blue book value of a stock 1964 Nova wagon. And once an insurance adjuster has a number in his head, it’s not easy to dissuade him.

Part of the problem is that we get the feeling that the folks running most insurance agencies are not real “car people.” We get the feeling that if we say our ride is equipped with a 6-Pack, they think we’re talking about beer. And we get the impression that most insurance companies are worried more about your bucks than your bucket.

That’s why it’s nice to know that at least one car insurance company knows what we mean. And by that we mean Hagerty Insurance.

Hagerty is the leading insurance agency for classic cars and classic boats

in the world. The company knows what our vehicles mean to us, and it knows how we modify them, how we drive them and how we pamper them—because they are car people, too. McKeel Hagerty, CEO of Hagerty, was born into the classic car hobby, and it’s a passion he still has today. He grew up working in the garage with his father, and when he was 13 he restored his first car. He paid $500 for a rusty 1967 911S that was a former ice-race car. He and his dad restored it together, and that is the car he drove as his first car in high school. He still owns the car

Hagerty hosts more than 70 Youth Judging Programs at events around North America and the United Kingdom each year.

We don’t know what it is, but we know two things: it’s pretty darn cool, and it’s insured by Hagerty for what the owner claims it is worth.

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today, and in his words, “Out of all the cars I will It will even cover your vintage, non-street-legal ever own, the ’67 Porsche that I restored when racecar. No, not while you’re actually racing it, I was 13 with my dad is absolutely the last car I but when it’s sitting in the paddock and when would ever sell.” Sounds like many stories we’ve it’s in the trailer to and from the track (where heard before, most damage but we’ve actually never heard happens). that from In addition some faceless to classic car corporation. insurance, We think Hagerty one of the keys offers a to Hagerty roadside is that the assistance company program and seems to has a variety understand of hobby the value of information your car. With resources.

H a g e r t y , Hagerty introduces young people to the world of classic H a g e r t y s e c u r i n g cars through its “Operation Ignite! Connecting Kids with Plus is the coverage for Cars” program. One of the programs Operation Ignite only 24-hourthe true value offers is the Hagerty Driving Experience, where basic s e r v i c e of your car operation of classic cars is taught. roadside is a simple assistance process. It starts with an Agreed Value policy; program designed specifically for collector when everyone’s agreed on the insured value, in cars, and it provides guaranteed flatbed the event of a covered total loss, you’re guaranteed recovery along with the usual battery jumps, to receive that amount. This sets Hagerty apart tire changes, lockout service and fuel deliveries from companies that offer “Actual Cash Value” for when things go wrong. The company or “Stated Value” policies, which may depreciate works proactively on legislation pertaining to your vehicle in the event of a claim. Let’s face it: classic and restored vehicles and supports the how many of you actually think your insurance independent Collectors Foundation, a nonprofit company would pony up all the money that you organization dedicated to the preservation of our believe your classic is worth? At Hagerty, once hobby. Hagerty is the founder of the Historic the value is agreed upon, that’s what you get. Vehicle Association, the North American

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McKeel Hagerty knows what you are going through when you rebuild a classic. He still has the same 1967 Porsche that he and his dad rebuilt when he was a kid.

affiliate of FIVA, and all Hagerty Plus clients automatically receive registered membership in the Historic Vehicle Association.

For those in the business of restoring classic vehicles, Hagerty offers seven commercial insurance programs aimed at core collector vehicle businesses. All commercial products feature Guaranteed Value coverage and are specifically tailored for each client. In most situations, Hagerty can offer a complete package policy that includes automobile liability and physical damage, general liability, building and property, garage liability, garage keepers, liability umbrella coverage and more.

Hagerty also builds cars, so it knows what you’re going through. We mean that, as a company, Hagerty has its employees build a car every year just to get its people involved and familiar with the mindset of its policyholders.

Each winter they restore a classic car in-house so each specialist at Hagerty has firsthand experience in the level of passion and They say things slow down dedication it takes to restore in the winter, so Hagerty a classic car properly. Last employees work on restoring winter’s project was a 1930 classic vehicles. This 1930 Ford Model A Deluxe Ford Model A Deluxe Roadster Roadster, and the current was last year’s project and project is a 1969 Chevrolet is what we think of when we Camaro with a 396/fourthink business model. speed. That sounds like a company that is involved with the sport, and its involvement doesn’t end there.

Hagerty is very active with youth advocacy efforts and has pioneered

a program called “Operation Ignite! Connecting Kids with Cars.” This program is designed to introduce young people to the world of classic cars and give them a chance to experience cars at a level most aren’t able to. A couple of examples of Operation Ignite programs are the Youth Judging Program and the Hagerty Driving Experience.

Hagerty hosts more than 70 Youth Judging Programs at events around North America and the United Kingdom each year. This gives young people a chance to learn about classic cars and interact with the owners at a car show. The age range for this program is roughly 8 to 15 years old.

The Hagerty Driving Experience is an event where young drivers are taught about the workings of classic cars, even showing how to drive a manual transmission. Hagerty goes to different cities and sets up a closed driving course in a large paved area and teaches young people the basics on how to operate a manual transmission and clutch. As a bonus, they learn how to do this on cool classic cars.

Headquartered in Traverse City, Michigan, Hagerty Insurance began in 1984, pioneering the world’s first insurance program for classic wooden boats. At a time when insurance companies deemed these antique vessels “uninsurable,” Hagerty realized the extreme care that collector boat owners give to their prized possessions.

Hagerty began offering collector car policies in 1991 and has since grown into the No. 1 provider of collector car insurance in the world. The company provides insurance for nearly 750,000 classic vehicles and is served by more than 460 employees.

And nearly 30,000 agents and brokers throughout North America have chosen Hagerty as their preferred carrier.

Hagerty has a very information-heavy website, which answers just about any question you may have, such as whether your vehicle qualifies, and gives the lowdown on how you can get your vehicle or business covered. It also gives the dates and locations for the kids programs, on car clubs and information on the Historic Vehicle Association.

For most of us, dealing with insurance companies usually rates just behind getting a root canal, but with Hagerty you can at least be secure in the knowledge that you are dealing with people who understand what you are feeling when you put a price on one of your most cherished possessions.

The Ford turned out very nice.

Hagerty’s current project is a 1969 Chevrolet Camaro with a 396/four-speed.

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