Power & Performance News Fall 2017

CARBS VS. FUEL INJECTION — WHICH ONE IS BEST FOR YOU?

| PRINT | VIDEO | SOCIAL WEB WEB PRINT VIDEO SOCIAL

ROAD WARRIORS MUSCLE CARS TAKE ON THE MOTHER ROAD

HAZZARD WARNING FLYING CHARGERS AND THE MEN WHO BUILT THEM

TECH SECTION VOL. 8, NO. 3

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• BELLHOUSING ALIGNMENT • PRO-FLO 3 EFI INSTALL • VALVETRAIN MYTHS DEBUNKED • TRANS FLUID GUIDE

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FEATURE CARS:

CORNER-CARVING CAMINO, FORD IN MOPAR PPNDigital.com 1 CLOTHING & LEGENDARY TRANS AM FALCON

Bench RACING FROM THE EDITOR Journalism, Circa 1982 Bench Racing: The act of telling car stories to your buddies, family members or anyone who will listen. The challenge, as with any long past recollection, is trying to accurately remember facts that have been tucked away in the far recesses of your brain. The handy thing about having been employed by car magazines is you have documented, through photos used in those publications, most of your life. Case in point is this gem of a photo taken of my backyard sometime in early 1982.

At the time, I shared a rental house in Mission Hills, California, with a good friend, Rich Sephton. Rich had been recently divorced and needed a place to garage his cars. Having used his former residence for a ’69 Z/28 engine rebuild of my own, it seemed like a nice return of a favor to have him share the rent. The result was much of what you see here.

Rich, was shop foreman for The Dukes of Hazzard TV show at the time, building Chargers and support vehicles at the Warner Brothers shop in Sun Valley (see the story “All the General’s Men” in this issue). Among his personal cars at the time were a 1970 AAR ‘Cuda, ’66 Plymouth Satellite convertible, and 1967 Hemi Belvedere II drag car — not to mention the Little Red Wagon Dodge pickup he used to go to work. About that time, I had a collection of cars myself, including a ’66 Hemi Satellite, 1970 Trans Am, and a 1970 340 Duster 4-speed.

The biggest negative to having a house occupied by a couple of car guys was that our friends found out we had a large lot behind the house that was perfect for storing cars. Not unlike those friends who discover you have a truck and call you every time they need to move something big, our car lot was often occupied with cars that were owned by “friends.”

This photo is a snapshot of my life at the time. The Lincoln, AAR Cuda, and tarp-wrapped Satellite convertible dress the left side of the image. C. Van Tune, my tech editor at the time and soon-to-be editor of Motor Trend, is standing on the back of his “stored” Chevy Monza (a rare 350c.i. version!) to increase his altitude to photograph a Porsche he had on loan for a road test story. Side note: While we had this car for the weekend, we drove from Gardena, California, to the Texas border and back in 24 hours — just to see if we could. Do the math; that’s 1,400 miles in 24 hours while challenged with a 55 mph speed limit.

What’s most interesting to me about this photo are the parts in the foreground.

The coolest collectible in Rich’s backyard wrecking yard came from wrecked General Lee Chargers. On the cars that were headed for the crusher due to irreparable damage, he would cut the roofs off at the pillars and stack them in the backyard.

At its peak, he had a collection of about 10 of these Charger roofs. I can only imagine what those would be worth to collectors today.

If you look closely in that pile of stuff in the center, there is a General Lee push bar, cut from the bumper of one of the cars. In addition, there are other parts and pieces, all taken from Chargers and police cars that ceased to be at the hands of Warner Brothers’ stunt men.

I lived in Mission Hills until I bought a house in 1985 and moved out. Rich stayed in the house, got married, built a wheelstanding, blown 440 Charger in the driveway, had a daughter, got divorced, told stories about Dukes, built cars for his kids, and worked until he could no longer do so. He passed more than a decade ago.

So Rich, this one’s for you!

- Cam Benty

cbenty@xcelerationmedia.com

Staff Operations Director Shawn Brereton Editorial Director Cam Benty Senior Tech Editor Jeff Smith Tech Editor Richard Holdener Copy Editor Cindy Bullion Production Hailey Douglas Art Paul Graff Digital Editors Elizabeth Puckett

Jonathan Ertz Contributors Brandon Flannery Richard Truesdell Tom Sarmento Bertie S. Brown

Advertising/Subscriptions Ivan Korda John Nichols For advertising inquiries, call 901.260.5910.

Power & Performance News is published biannually to promote hardcore automotive performance as well as recognize the parts and services from participating manufacturers.

The magazine consists of dedicated information from partner companies with the mission of disseminating unfiltered editorial on companies, products and services directly to automotive enthusiasts.

Editorial and advertisements for each issue originate from partner companies participating in the magazine.

Power & Performance News is a hybrid of content that was originally published at PPNDigital.com as well as original content that was created for this quarterly print magazine. Magazine distribution occurs through direct distribution from parent company Xceleration Media and partner companies.

Power & Performance News is a property of Xceleration Media. No part of this magazine may be reproduced without written consent from Xceleration Media. All rights reserved.

Printed in the USA.

ON THE

COVER

Muscle cars team up for a legendary road trip across the great southwest – by way of Route 66!

CARBS VS. FUEL INJECTI ON — WHICH ONE IS BEST

FOR YOU?

WEB | PRINT WEB | VIDEO PRINT | SOCIAL VIDEO SOCIAL

ROAD WARRIORS

MUSCLE CARS TAKE

ON THE MOTHER ROAD

Photo Richard Truesdell

HAZZARD WARNING

FLYING CHARGERS AND THE MEN WHO BUILT THEM

TECH SECTION

VOL. 8, NO. 3

0

• BELLHOUSING ALIGNMENT • PRO-FLO 3 EFI INSTALL • VALVETRAIN MYTHS DEBUNKED • TRANS FLUID GUIDE

PPNDigital.com

36584 32640

PPN2017-3

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$7.99

FEATURE CARS:

CORNER-CARVING CAMINO, IN MOPAR CLOTHING & LEGENDARY FORD PPNDigital.com 1 TRANS AM FALCON

PPNDigital.com 1

TECH 26 EFI EFFICIENCY

FEATURES 18 ROAD WARRIORS

36 CARBS VS. FUEL INJECTION

32 PROFILE: DAVE HENNINGER

50 THE OCTANE GAME

42 ALL THE GENERAL’S MEN

58 RECIPROCATING MASS

60 COMING HOME

66 VALVETRAIN FAQ

70 GENERALLY SPEAKING

74 CLUTCH & RELEASE

80 CORNER-CARVING CAMINO

84 WATER COLOR PAINTING

92 THE TARANTULA MUSTANG

Installing the new Edelbrock Pro-Flo 3 EFI or carburetors — which one is right for you?

Fuel tech basics and beyond

Matching components make the difference Experts answer your most common questions Blueprint bellhousing for better shifting Achieving success with waterborne paint

Four muscle cars take on legendary Route 66 Bringing GM know-how to the aftermarket

The guys who built and flew The Dukes of Hazzard Chargers Mike Eddy’s most unusual SCCA Trans Am Falcon Never judge a Charger by its sheetmetal Proof that trucks can turn too

Simple upgrades make this Mustang special

88 BLOWER MYTHBUSTERS Five simple truths to supercharging

90 SHIFTING SMOOTHLY

Pay attention to transmission differences

+ @ PPNDigital.com Even more features, videos, & event coverage

2 Power & Performance News / Vol. 8, No. 3

CONTENTS SPEED SHOP

52mm Blow-Off Valves, TorqStorm................................... 52 Retrofit Hydraulic Roller Lifters, Crane Cams.................. 52 Next Gen Pure Lead AGM battery, DieHard.................... 52 Lightweight Voodoo Crankshafts, Lunati......................... 53 Plug & Play Boost-a-Pump, KenneBell Superchargers.... 53 Tunnel Hump for C10 Pickups, American Powertrain...... 53 XFI Street Engine Management System, FAST............... 54 Heat Shroud GOLD, Design Engineering........................... 54 DR40 Semi-Synthetic Turbo Diesel Oil, Driven Racing Oil...54 Ford Mustang Road Race Brakes, Wilwood Brakes....... 55 Universal EFI Sump Fuel Kits, Edelbrock.......................... 55 DiamondFIRE Racing Distributor, E3 Spark Plugs............ 56 XD-A Adjustable Pushrods, COMP Cams......................... 56 Spray Wax, Jay Leno’s Garage........................................... 56 Heritage Under Dash Evaporators, Vintage Air............... 57 OE Correct Rear View Mirror Supports, NPD................. 57

See more new products updated daily at PPNDigital.com.

DEPARTMENTS 1 BENCH RACING

Automotive journalism, Circa 1982

4

FAST TALK

6

PICTORIAL

8

SPEED NEWS

Tangled up with a race car Penske’s Pride: 1967 Trans-Am Camaro Racing, products, and entertainment news

12 VIDEO REWIND

Cool videos about cars and enthusiasts

14 SOCIAL MEDIA SOUND OFF Stay connected through social media

16 DIGITAL GUIDE PPN’s top sites and apps

94 PUT TO THE TEST

Painless Performance grounding and battery systems

96 PARTING SHOT

New Ford GTs strike the pose

Even more features, videos, & event coverage

@PPNDigital.com

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Fast TALK WITH JEFF SMITH Tangled up with a race car Sometimes your friend’s enthusiasm spills over and you get pulled into the vortex of it all. About a year ago, my buddy, Tim Moore, called me on a Saturday morning and said, “I’ve done something very bad. I bought a race car.”

He had originally driven up to Lancaster, California, to attend a motor home auction.

Once he got there, he immediately noticed two fiberglass-bodied circle track race cars that were also at auction. No one bid on either car, and Tim ended up with one for the Here’s my hero driver shot after sweating This is the car soon after it found its way ridiculous price of $3,500. behind the wheel for a few laps. Any day to my house and Tim and I are pulling the The car is an ’88 Monte Carlo body with a at the race track is a good day. engine. Tim rebuilt it with new pistons and Port City Racecars chassis, small-block Chevy a few months later it was running.

355c.i., a Super T-10 four-speed, and a floater 9-inch in the rear with a three-link. The car was complete, We’re now working on making some seat inserts that will except the valve covers and rocker arms were missing. help raise me up in the seat so I can see a little better.

Tim eventually rebuilt the engine — after we invested This was my first time around Willow in probably in new JE pistons, but the rest of it was all good with a seven or eight years, and the track is very fast with two very nice Cola steel crank, Manley steel rods, a decent long straights. The last turn is definitely intimidating, as mechanical roller, and iron heads. The rest of the engine exiting Turn 8 requires patience to wait a long time before went back together pretty easily. Tim removed the spool committing to Turn 9 to get it right. I think in my 10-12 and replaced it with a new 9-inch Eaton TruTrac gear laps, I got it right once. style differential. He retained the 3.89:1 gears, which Turn 9 is important because it leads to the long front seem to be working very well. straight. So, exiting Turn 9 properly allows you to get It wasn’t long before the car was back together, but we on the throttle earlier. I have a long way to go before I’ll didn’t have a trailer. So, Tim found a company out in the feel comfortable in getting that right. We pulled some desert who would build a trailer for him for a decent price acceptable lap times for a brand new car and inexperiif we supplied the axles. I bought the tires, and soon we enced driver, hitting roughly 135 mph at the end of the had this road racer and new trailer all figured out. The front straight. first couple of times we loaded the car on the trailer, it took That was our second time out, and I was frankly sursome work, since the car is so low, but now we’ve got the prised that as of yet, we had experienced no difficulties. drill down to almost a science.

With our third shot out on the track, the issues immediAlong the way with my investment, I’ve become the ately made themselves known. After a tire warmup lap, designated driver. Recently, we decided it was time to test exiting Turn 1, I heard a pop and the power steering went the car, just to see if anything would fall off. We loaded it away, and within a few moments, I could see faint smoke up to my old GMC pickup and headed for the desert north — and could smell it, as well. Our day was over when a of Los Angeles and out to Willow Springs Raceway. This is power steering bolt loosened and jammed into the power our closest road race course, and soon we were unloading steering pulley, immediately killing the belt. The oil smoke the car alongside some guys who were testing a spec V-8 turned out to be a failed pinion seal on the rear end. It was road racing Chevy pickup. really as we expected.

Our first laps were basically just to make sure nothing We didn’t break anything expensive, we kept the shiny fell off and to watch the oil pressure and water temp. side up, and overall, the car handled pretty well. This was Climbing into the cockpit counted as roughly the fourth my first experience on bias ply slicks, and the grip is really time I’d ever sat in the car and only the second time I’d great. The car seems to snap oversteer on hard corner fired the engine and let the clutch out. It immediately entry, and we haven’t even started working on dialing in became obvious you sit very low in these cars, and it only the chassis. So, for a couple of road racing rookies when it took one lap to realize there were two pretty important comes to tube chassis race cars, it went pretty well. There’s corner apexes on the track that I literally couldn’t see. a new organization forming out here called V8 Road RacI knew roughly where they were, but in the first six or ing West, and we will probably participate in at least one eight laps, they were hidden somewhere beyond the right of their races this year. front fender.

It’s great fun — banging gears at 6,500 rpm is a thrill.

I learned after a few laps that if I jammed my left leg Tim wants me to take it to 7,000 next time out, and we’re into the floor, I could push up slightly in the seat and see already planning our next test session. But, I am still trying the apex, but this required me doing left foot braking, to figure out how I got involved with all this. I think it’s scooting up in the seat, and steering in quick succession. guilt by association.

4 Power & Performance News / Vol. 8, No. 3

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6  Power & Performance News / Vol. 8, No. 3

Race on Sunday . . .

In 1967, Roger Penske was beginning his long and remarkable career as a businessman and racing team owner. Teamed with driver Mark Donohue, he began a dual assault on two SCCA Professional Series: the US Road Racing Championship (with Chevy-powered Lola race cars), and the Trans-Am Series using the all-new Chevy Camaro. After a slow start with the Camaro in 1967, the team experimented with a lightweight body using acid-dipped sheet metal, which helped give the car a competitive edge. The current Camaro has been restored to its 1968 12-Hours of Sebring appearance, where it won the Trans-Am class and finished third overall.

The car currently is owned by Patrick Ryan. (Photo courtesy of Chevrolet)

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Speed NEWS NEWS / HEADLINES / HOT TOPICS

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Ford GT – The Documentary

1LE package boosts Camaro to record Nurburgring time Okay, the “regular” 650-hp ZL1 Camaro package makes the latest version of the F-body amazingly fast. But for those looking for the ultimate track package, Chevrolet just nudged the envelope another 13.56 seconds — the lap time improvement with the 1LE performance package added — when traversing the 12.8-mile Nurburgring racetrack’s “northern loop” in Germany.

For a while now, Chevrolet has been using the Nurburgring as their personal test track to show the power and handling inherent in their fastest performance cars. We can all remember the debut of the Z/28 a few years ago, when Chevrolet engineer Mark Stielow, the mastermind behind the rebirth of the legendary package, put his latest concoction to the test at Nurburgring with impressive results.

The new ZL1 1LE is the fastest Camaro ever with a lap time of 7:16:05 minutes — a clear shot over the bow to European car builders who will certainly be impressed by these numbers. Key to the faster lap time is the impressive suspension improvements that allow it to achieve flatter and higher adhesion cornering and high-speed control.

“With chassis adjustability unlike any vehicle in its peer group, the Camaro ZL1 1LE challenges supercars from around the world regardless of cost, configuration, or propulsion system,” said Al Oppenheiser, Camaro chief engineer. “To make up more than a second per mile on the Nordschleife [northern course] compared to the ZL1 automatic is a dramatic improvement and speaks to the 1LE’s enhanced track features.”

The Camaro ZL1 1LE takes Chevrolet’s track-focused 1LE legacy to an even higher level, with racing-based adjustable suspension components — including Multimatic DSSV (Dynamic Suspension Spool Valve) front and rear dampers — special front dive planes and carbon-fiber rear wing, and exclusive Goodyear Eagle F1 Supercar 3R summer-only tires, in an extreme track performance package powered by the 650-hp LT4 supercharged V-8 engine.

“The harder you push the Camaro ZL1 1LE, the more it rewards you on the track,” said Bill Wise, Camaro ride and handling engineer and hot lap driver. “It offers total control, with the confidence that it will deliver lap after lap.”

The 2018 Camaro ZL1 1LE (order code A1Z) carries an MSRP of $69,995 and went on sale this summer.

8 Power & Performance News / Vol. 8, No. 3

Face it, car movies are of questionable quality these days, so when a good one comes along, we take note. The Ford GT race car’s triumphant return to the 2016 24 Hours of Le Mans and behind-the-scenes development of the Ford GT supercar are highlighted in the new documentary, The Return, available now as the company’s first film on Amazon Prime Video.

Emmy Award-winning director Erich Joiner takes you behind the scenes of the fiercely competitive struggle to get the new Ford GT race car ready for Le Mans in 2016 — 50 years after Ford’s historic 1-2-3 win in 1966.

“To win a race, you have to have incredible commitment,” said Raj Nair, Ford executive vice president and president of North America.

“This film captures the teamwork and challenges the team encountered and overcame living up to the Ford GT’s iconic heritage.”

The Return features never-before-seen footage showing the challenge Ford Motor Company set for itself in developing an all-new Ford GT, which both honored its storied history on the racetrack and shattered modern expectations about what a supercar can be.

“As a director and an avid racing enthusiast, I set out to make a passion project of a movie,” Joiner said. “I was able to shoot things that very few people ever get to witness about building a world-class race car and program. And then putting this new car and team up against the best in the world at the Le Mans 24 Hours. It was a once-in-a-lifetime experience I will never forget.”

Speed NEWS

NEWS / HEADLINES / HOT TOPICS

EcoBoost Mustang now with optional Line Lock

The Ford engineering team clearly has done some drag racing. Why else would they now make an electronic Line Lock (which provides the ability to lock the front brakes, allowing the rear tires to spin freely) available across all “track” models of Mustang?

While drag racers use this feature to clean the tires in the bleach box before a quarter-mile blast, most EcoBoost owners will use it to “boil the hides” to impress their friends. No clue if tire manufacturers created a GoFundMe page to help the engineers include this feature for all Mustangs enthusiasts.

The track option-exclusive feature — previously available only on the V-8-powered Mustang GT — will be standard on all Mustangs, including those equipped with 2.3L EcoBoost engines. It is available with either the 10-speed

SelectShift automatic or six-speed manual transmission.

“Burnouts just never get old, no matter how old you are and how many times you’ve done them,” Formula Drift Champion Vaughn Gittin Jr. said. “Who would have thought that we would see an EcoBoost Mustang producing 15 seconds of fury like this? You’ve got to love these rad things Ford is doing.”

The Line Lock feature is activated through steering wheel-mounted thumb switches. The driver toggles through a menu on the instrument cluster to activate it, and once engaged, the system builds line pressure on the front brake calipers. Another button press holds the pressure for up to 15 seconds, allowing the driver to hit the throttle and spin the rear wheels while the car stays in place.

As added entertainment, on Mustangs equipped with the optional 12-inch, all-digital instrument display, a video game-like animation of a spinning tire kicking up a cloud of smoke indicates when the electronic Line Lock feature is activated.

Hellcat’s new optional wider body is only part of the story Yes, it’s wider. But beyond the surface, there are a whole bunch of upgrades that make the new Challenger SRT Hellcat Widebody handle far better than the base model 707-hp muscle car.

Stealing the wide body appearance package that debuted on the breakthrough 840-hp Dodge Challenger Demon, the new Widebody option adds 3.5 inches of width to the Challenger. With greater wheel well coverage, the P305-section width Pirelli P-Zero tires are fully tucked away, wrapped around just 20x11 “Devil’s Rim” split-five spoke aluminum alloy wheels. In testing staged at the Dodge 1.7-mile test track, the Widebody option reduced lap times by two seconds.

In addition to the cool new styling, standard with the

new option is electric power steering that adds new selectable steering tuning to the vehicle. The result is increased grip for improved acceleration and handling.

The new SRT Hellcat Widebody has a suggested retail pricing of $71,495, including a $1,700 gas-guzzler tax. Cars are expected to begin delivery in September.

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Gearhead Powerpack Giveaway winners – Du Quoin and St. Paul Street Machine Nationals

Before each Street Machine Nationals Summer Series event, PPN conducts the Gearhead Powerpack Giveaway, an online contest where contestants send in a photo and some information about their car through our website. Our editor chooses one lucky winner to receive free registration into the event and gift certificates worth about $750 from the COMP Performance Group. Here are your 2017 winners for Du Quoin and St. Paul!

Kyle Avery, Marion, IL ‘68 Chevy Nova Kyle has had this gorgeous turquoise Nova for 5 years. He pulled the 327 and four-speed it came with in favor of a little more horsepower. He dropped in a 6L LP4, slapped on two 76mm turbos and Holley intake and throttle body, along with a 4L80E trans and 8.8 Ford rear. The Nova made 700 hp with 14 pounds of boost. A triangulated 4-link and Viking Coilovers help plant the Nova when Kyle hits the “go” pedal!

Ryan Buck, Lino Lakes, MN ’68 Chevy Camaro Ryan has owned this Camaro since he was 17 (he even met his wife in it). After winning the Street Machine Challenge two years ago in his wife’s car, he decided to throw some go-fast parts on the Camaro and try again, finishing in a four-way tie for third. The TPIS-built 427 carbureted engine with AFR heads makes 630 hp and 589 lb-ft of torque and gets around the autocross course in a hurry. A Schwartz Performance chassis and Silversport T56 Magnum plant the huge 315 Falken rubber on American Racing wheels through the corners. Wilwood brakes get it whoa’d in a hurry for the start/stop box challenge. Ryan did the majority of the work himself, which gives it that extra cool factor.

Editor’s Choice winners – Du Quoin and St. Paul Street Machine Nationals Also at each Street Machine Nationals event, we give out our Editor’s Choice Award to the car we feel represents what PPN is all about. The winners receive a custom-made CNC-machined award from FastLane Metalworx.

Chris Mezo, Herrin, IL ’70 Chevy Camaro

Richard Czaczkowski, Thunder Bay, ON ’67 Pro Street Ford Mustang Coupe

Chris bought this Camaro 15 years ago, sold it, regretted it, and then bought it back.

He’s keeping it this time, and has upgraded everything. A new 6L with a Little John Stage II cam takes in air through a Holley intake then recycles it through twin 63mm turbos.

A 4L80E and 8.8 rear are built to take the punishment. Corvette brakes and Viking Coilovers sit behind the Coy’s Wheels. With A/C and cruise control, Chris built this one to drive — and that’s just what he is doing.

Talk about a fresh build! This was Richard’s first show with his monster Mustang.

He and his friends built this over a six-year period in their home shop (they have a lot of downtime in the winter in Thunder Bay!). Stance is complements of the Art Morrison chassis. The 521c.i. Ford Racing engine throws power back to a TCI 6x trans shifted through an Outlaw shifter. A Strange 9-inch completes the drivetrain. There are tons of custom touches on this one!

10 Power & Performance News / Vol. 8, No. 3

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Video REWIND RACING / PRODUCT / ENTERTAINMENT

Video Rewind is where we point out interesting videos found on the Internet. Whether they are historical, funny, dramatic, technical, or whatever. We like them, so we thought you might too.

To watch all the videos below, head to:

PowerPerformanceNews.com/video-rewind ULTIMATE CAMARO As noted in our Speed News section, the new Camaro ZL1 1LE is the fastest Camaro to ever take on Germany’s Nurburgring, beating out the regular ZL1 Camaro sans 1LE suspension and chassis tuning. But until you see just how fast it goes around the track, hitting speeds in excess of 170 mph, you just can’t get the full effect. Take a ride!

THE WAY IT WAS: SHELBY GT350 Our memories of the way things were are not always an accurate depiction of reality. This competition version of Carroll Shelby’s GT350 is a rare and very fast piece of American racing history. While the street-bound versions were rare (and expensive) enough, this competition version pegs the needle. A time capsule of Ford heritage, it is perfectly restored, and has an amazing race lineage. What a treat!

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Vaughn Gittin Jr. is well known for his tire-searing drifting skills. On new Ford Mustang’s equipped with the Track Package option, even the most rookie drivers can do a burnout like a pro. The looks on the faces of these newbie drivers as they light up the tires for the first time is well worth the time spent watching this entertaining video.

12 Power & Performance News / Vol. 8, No. 3

Barn finds are one thing, but vehicles that have spent more than 30 years in the backyard rarely see a full restoration. Check out this restoration of a ’72 Torino that was built for a guy who requires hand controls to drive. This cool story features a wonderful ending.

Scotty Kilmer is well known for his informative and unusual “How To” videos. A veteran mechanic, his stories usually focus on helpful points about fixing cars or how to shop for vehicles. This one is pretty funny, not the least of which is because of his unique filming techniques — and Scotty’s huge head. Enjoy!

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14 Power & Performance News / Vol. 8, No. 3

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Digital GUIDE WEBSITES / FORUMS / APPS PODCAST

VIDEO SERIES

Hosted by winning Trans Am race driver Rick Titus, “Driver’s Talk Radio” covers the gamut of automotive topics from racing to performance, along with a lot of focus on new car technology — recorded in the Shelby American HQ in Las Vegas.

Accompanied by Titus’ partners in performance, BJ Killeen and Jay Dalton, they offer a solid review of the car world each week, with a special focus on innovative technology and interesting personality profiles. In a world where cars are often considered the enemy, these guys love ‘em, and it shows. driverstalkradio.com

So, you think Eastern Block countries don’t have the right stuff to build cool, high-performance machinery. Well, you guessed right, and these guys can prove it. Surrounded by some very attractive women, these two knuckleheads dress up their East German Trabants and take to the highway to test their car building skills. It’s a total train wreck . . . that you just can’t stop watching.

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While not the newest site on the block, Bring a Trailer is worth mentioning for anyone looking to buy or sell a collector car. The car auction site is live and far more interactive than eBay. The home page notes the Latest Bid with a timer to denote how much time is left on the clock to submit your offer.

The price to submit your car for auction is only $99, making it a great deal for anyone looking to unload his or her specialty car. We know a number of happy BaT customers, so they get two thumbs up from us. bringatrailer.com

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Car Buzz News You just can’t get enough news about new cars and trucks? Car Buzz News has their finger on the starter button of everything new from all the major car companies.

Not only do they have the facts, but their rumor section is also super reliable.

Stir in a helping of new car spy shots, previews, car reviews, automotive technical specs, and pictures and you have a full meal.

In addition, their social networking will get you connected with other new car geeks. It’s like automotive Tinder! iPhone and Android

+ @ PPNDigital.com Even more features, videos, & event coverage

Power and Performance at your fingertips Power & Performance News has made it as easy as possible for you to receive the information you are looking for in the format you feel most comfortable with.

Whether you get your information on a laptop, tablet, or your phone, we have several avenues for you to get info straight from the source.

Our content is updated daily, so check often with Power & Performance News through any of the social media options on the right.

16 Power & Performance News / Vol. 8, No. 3

Pro Street Romania

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Bolt Tech – ARP Bolts Getting the right fastener in the right place is key to engine and vehicle safety. But the science of fastener life is rarely fully understood. The folks at ARP Bolts know a thing or two about fasteners, and their website is packed with high-tech information. If you are an engine builder, you owe it to yourself to check out their tech section, which includes tabs that address metallurgy, common failures, design, and bolt installation, just to hit the highlights.

Arp-bolts.com/p/technical.php

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Four muscle cars, eight strangers, and Route 66 Words / Photos Richard Truesdell

18 Power & Performance News / Vol. 8, No.

18 Power Power&&Performance PerformanceNews News/ Vol. / Vol.8,8,No. No.3 3 18

S

teinback immortalized it as the Mother Road in The Grapes of Wrath. Bobby Troup’s 1946 musical composition suggests we get our kicks on it. In the early 1960s, it became a cultural icon as a popular TV show.

Route 66, the very definition of America at its midpoint of the last century, became the perfect road for a period-correct, cross-country blast from Chicago to Los Angeles. Our destiny was to take four classic muscle cars from the era when Detroit-built cars dominated the automotive landscape and embark on the mother of all road trips.

Four muscle cars and nearly 2,500 miles of open highway. Bring it on!

PPNDigital.com 19 PPNDigital.com 19

Our tour began with a fine meal at Lou Mitchells in Chicago, the beginning of the crusade to Santa Monica, California.

A road trip essential is a high-performance radar detector. This K40 unit now includes GPS just like your smart phone.

Day One: Chicago, Illinois, to Litchfield, Illinois (250 miles) If you’re going to drive Route 66 east to west, start to finish, it’s essential to set out from under the skyscrapers of downtown Chicago, where brownand-white signs designating sections of the Route were preserved after the famous road was formally decommissioned. Begin with a hearty brunch at Lou Mitchell’s, an integral landmark on the Route for well over a half-century. You’ll get complimentary Milk Duds with your meal — and find a long line of patrons out the door. This is where our participants got acquainted.

From California came a stunning 1970 Ford Mustang Mach 1, a 10-yearold restoration owned by Arnold and Jann Marks that, with the exception of a fresh set of tires, was ready to run when the call came to represent the Blue Oval. Arnold is owner of Mustangs Etc., a California-based specialty restoration shop.

Next to join the trip was a 1969 AMC SC/Rambler. Owner Mark Fletcher couldn’t make the start (he’d join up in Winslow, Arizona), but designated Aaron Green and Brian Heitkam of Arizona Autocraft to shep20 Power & Performance News / Vol. 8, No. 3

herd the car for the first 2,500 miles; they had just two weeks earlier assembled the AMC from more than 20 boxes of parts.

From the Detroit area, Brian Veit and his mechanic, John Nicles, brought a 1967 Dodge Charger that’s been in Veit’s family since new. Veit inherited the black-on-red 383-powered Charger when his older brother passed up the opportunity.

Also from Michigan came Kenny Walters. His 1969 Camaro SS/RS benefited from some judicious suspension modifications by a prior owner, a GM engineer who gave his Camaro the most contemporary ride and handling characteristics among this group. Walters’ wife, Gina, opted to stay at home, so with a functional, factory air-conditioning system aboard, I rode shotgun.

Day Two: Litchfield, Illinois, to Tulsa, Oklahoma (450 miles) What is it about old gas stations that make them such a lure to car enthusiasts? Two great ones just happen to be on Historic Route 66 in central Illinois: the first in Dwight, where an old Texaco station has been returned to its former glory; the second in Odell, where a preservation effort is making serious headway to restore a 1920s-era Standard station. Odell is also where we picked up our first refugee Route 66er, Dave Jostes, who crashed the party with his 1970 Chevelle. Its speedometer had just crossed the 300,000-mile threshold.

Overnighting in Litchfield gave us the opportunity to shoot Walters’ Camaro at first light in front of the historic Ariston Cafe, a fixture along Route 66 since 1931. The rest of the group arrived at eight sharp, and we were off to St. Louis with its magnificent Gateway Arch (though not technically a part of the Route 66 experience), the symbolic front door to the American West.

Then, we hit Ted Drewes, a frozen custard emporium on Chippewa Street that’s been a Route 66 institution since 1941, and where General Manager Travis Dillon treated the group to our choice of frozen confections. We tanked up at a pristine 1950s-style Sinclair station, also on Chippewa Street, run for the past 55

Four classic muscle cars await service at a local Sonic Drive-in in Illinois, representing the Big Four from Detroit – including AMC.

Day Three: Tulsa, Oklahoma, to Amarillo, Texas (380 miles)

Restored to original glory, this Standard Oil Station in Odell, Illinois, is exactly as it was in the early 1920s.

years by the Weisehan brothers. (Since taking this trip, the Weisehan brothers have retired, and the station is now a repair shop.)

Next stop after St. Louis was Devil’s Elbow, a stretch of Route 66 I’ve missed on four previous drives. The two-lane bridge over Big Piney River has been bypassed twice by newer roads; a four-lane section of Route 66 was built in 1943 to accommodate military traffic from nearby Fort Leonard Wood, and then Interstate 44 opened

in the 1970s. At the Elbow Inn, we indulged in BBQ ribs and brisket as Jann noted the hundreds of bras hanging from the ceiling. She declined to add to the collection.

We arrived in Tulsa just as the famous Metro Diner was closing for the night. Sad to say, the University of Tulsa has purchased the property, and the diner has been raised, though this is hardly the first time we’ve learned of another Route 66 landmark not surviving.

The day began with breakfast at Tally’s Good Food Cafe. The portions are huge, and the hometown atmosphere authentic. Then, it was on to the Rock Cafe in Stroud where we met Dawn Welsh, the inspiration for the Sally Carrera character from the movie Cars.

Crossing into Texas in late afternoon, with the mercury near 100 degrees, we landed in Shamrock, home of the U-Drop Inn. Built in 1936, this art-deco gas station and cafe is a Route 66 landmark and has profited from a recent $1.7-million federal restoration grant.

We continued to McLean — which was like driving into a ghost town.

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The Metro Diner is sadly no longer standing, this signage the last of a great Route 66 landmark.

Despite an early preservation effort, it’s been ravaged by vandalism and is a perfect example of what’s happened to dozens of once-vibrant Route 66 towns bypassed by the Interstates. Our main destination for Wednesday night was the famous Big Texan Steak Ranch and Hotel, home of the free 72-ounce steak — that is, if you can eat it (and all the trimmings) in an hour or less.

Day Four: Amarillo, Texas, to Albuquerque, New Mexico (380 miles) Just west of Amarillo is the famous Cadillac Ranch, where you’ll find 10 of America’s finest mid-century luxury cars buried up to their A-pillars, and plenty of spray can paint. Krylon should have a kiosk standing by the ready.

We exited I-40 to pick up a great stretch of Route 66 in Vega, where we met Harold and Tresa Whaley, who gave us a tour of their Vega Motel. Unlike many of the motorcourt owners along Route 66, they’ve resisted the urge to convert the garages into rooms and are making an effort to return the motel to its former glory, helped by its recent addition to the National Register of Historic Places.

The next stop was Tucumcari, across the border in New Mexico. After lunch at Del’s Restaurant, we head22 Power & Performance News / Vol. 8, No. 3

ed west toward Albuquerque, where we had dinner before sunset for the first time in five days. Normally on the classic Route 66 trip, our choice for traditional lodging in Albuquerque is El Vado Motel on the west side. But, like the Metro Diner in Tulsa, it’s met its destiny with the wrecking ball, fallen to the interests of condo developers.

Day Five: Albuquerque, New Mexico, to Williams, Arizona (360 miles) With the racing Unsers calling Albuquerque home, it’s almost impossible to escape their presence on the west

At the Rock Cafe in Stroud, Oklahoma, we met Dawn Welsh, the inspiration for the Sally Carrera character from the movie Cars.

side. Across from the Unser Children’s Center on Central is the Unser compound, home to Bobby and Al Sr. A few miles west of Budville, in the hamlet of Cubero, is the Villa Cubero.

Now a gas station and general store, it once was a popular motel and is where Ernest Hemingway wrote portions of The Old Man and the Sea. After entering Arizona, we detoured through Holbrook, site of one of two remaining Wigwam Motels where guests can sleep in a teepee. We pressed on toward Winslow, where the SC/Rambler was reunited with its owner, and we landed at “the corner” made famous in the1971 hit “Take It Easy” by the Eagles. Winslow, an archetypal Route 66 town along the old Santa Fe railroad, even provided a flatbed Ford.

From Winslow, our caravan blew through Flagstaff at sunset, on our way to a night’s stay in Williams.

Mid-point in the Route 66 trail is in Adrian, Texas. Here, Arnold and Jann Marks pose next to their classic 1970 Mustang Mach 1.

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The Wigwam Motel in Rialto, California, is one of two remaining teepee-style motels left on the tour – and one of the best!

Del’s Restaurant, just west of Tucumcari, serves up a terrific lunch.

Day Six: Williams, Arizona, to Rialto, California (400 miles) Saturday dawned bright for our last full day on Route 66. First stop was Seligman, the primary inspiration for the fictitious Radiator Springs in the movie Cars.

At Delgadillo’s Snow Cap, a quirky drive-in restaurant festooned with kitsch doo-dads and knickknacks, Walters and Nicles spied an unrestored (but complete) 1969 Pace Car Edition Camaro that’s been in the Delgadillo family for decades. Don’t ask; it’s not for sale.

The stretch of Route 66 between Seligman and Kingman is one of the

At the Big Texan in Amarillo, you won’t leave hungry. Their 72-ounce steak will challenge the biggest appetite.

24 Power & Performance News / Vol. 8, No. 3

The Cadillac Ranch is located just outside of Amarillo and is a great place to test out your auto body painting skills.

best remaining. The Hackberry General Store provided another vintage gas station photo op.

We bypassed the Kingman-to-Needles, California, section of Route 66.

This decision turned out to be a smart one, as the temperature was well over 110 degrees, and the Charger popped its radiator cap — its first malfunction in almost 2,000 miles. After our dash through the California desert, we made a beeline on I-40 and I-10 into San Bernardino for our final overnight at the Wigwam Motel in Rialto, the other remaining teepee palace.

It’s the Ritz-Carlton of teepee accommodations, having benefited from its own million-dollar renovation a few years back.

Day Seven: Rialto to Santa Monica, California (100 miles) Our final day’s agenda was simple: a stopover in Pasadena for lunch and then on to the Santa Monica pier. En route to Pasadena, we stopped in Monrovia at the Aztec Hotel and Restaurant. This landmark was opened by Robert Stacy-Judd in 1926 and is an-

other example of roadside heritage saved from overzealous developers.

We got to the Santa Monica pier at dusk to snap each machine under the famous sign leading to the pier’s midway, a fitting end to a trip spanning seven days, eight states, and an official total of 2,448 miles.

What most surprised this group of muscle car enthusiasts, beyond the universal friendliness of nearly everyone we encountered, was the number of people from outside the U.S. who were making their own Route 66 pilgrimage. We met tourists from Canada, England, Germany, Norway, Italy, Australia, and Japan, all with their own reasons for exploring this unique slice of Americana.

And, yes, all seemed envious of our group — and of the four seriously cool machines we drove.

The Finish Line! Route 66 officially ends on the pier at Santa Monica, California – some 2,448 miles from Chicago.

PPNDigital.com 25

Tech TALK

Going with the Flo

Installing and tuning Edelbrock’s new multi-point Pro-Flo 3 EFI Words / Photos Jeff Smith

A

ll the fuss over quick-swap throttle body EFI conversions tends to overshadow one of its primary benefits. The original and still the best idea is to place an injector directly over each intake port and then sequentially time the fuel to arrive just before the intake valve starts to open. This eliminates the issues of wet-flow intake manifold attempts at compensating for fuel that has a bad habit of going where it wants — instead of where it’s supposed to go. This leads to rich and lean cylin-

The Edelbrock Pro-Flo 3 offers refinement among an industry full of quick-fix EFI systems.

Sequential EFI offers seat-of-the-pants throttle response improvements over typical throttle body systems – the result of timed injection versus batch injection.

26 Power & Performance News / Vol. 8, No. 3

ders and less than ideal performance.

Edelbrock knows all this, of course.

They’ve been in the intake manifold business longer than anybody else. Their most recent development is dubbed the Pro-Flo 3, a complete multi-point EFI system that employs pre-assembled injectors, fuel rails, sensors, and throttle body, all mounted on an Edelbrock EFI single-plane intake manifold. A highly accurate optical sensor distributor and complete sequential control over the fuel and ignition system adds up to a great sys-

tem. In addition, Edelbrock spiced it up with a wireless Android tablet that puts you in full command of a very sophisticated EFI package.

Just like many of the other self-learning systems, the Pro-Flo 3 takes basic engine inputs to create a beginning fuel map and then uses the included wide-band oxygen (WBO2) sensor as feedback to learn the minor tuning details to adhere to your specific engine’s needs. You tell the system your desired idle, cruise, and wide open throttle (WOT) air/fuel ratios,

The Pro-Flo 3 system includes a single-plane EFI manifold with the injectors, fuel rails, and even the coolant sensor already in place. The system is accessed by a handy wireless Android tablet.

You will need a high-pressure, return-style fuel delivery system and a regulator.

and the system learns and applies all the in-between details.

Something this highly developed demanded more than just a cursory overview. The best way to do that was to actually install the system and then do a firsthand evaluation. We talked with Edelbrock’s Eric Blakely and scheduled a time to take our ’65 El Camino down and install it right on premises. That doesn’t mean we couldn’t have done the job in our shop, as the swap went very smoothly.

Our real reason was more pragmatic — they had more room in their shop!

We had a slight advantage over perhaps a first-time installer because we had previously installed a couple of competitive self-learning systems, which required a proper high-pressure fuel delivery system. This is a critical step toward any successful fuel injection system.

The best choice is an in-tank pump with some version of either a fuel reservoir or fuel pickup system in the tank that is not subject to uncovering the pickup due to sloshing fuel. Our choice was the Aeromotive Phantom system using Aeromotive’s Stealth 340 pump that offers more than sufficient fuel volume and pressure to feed our mild little small block.

With that accomplished, the next step was to remove the existing Edelbrock carburetor and Performer RPM dual-plane intake and MSD distributor. We would not be re-using any of these parts. Spearheading our installation was Edelbrock’s David Shaw, who began by cleaning off the old

gaskets and replacing them with Edelbrock gaskets from the kit.

The Pro-Flo 3 system comes with the fuel injectors, fuel rails, throttle body, and the coolant sensor already assembled, so all we had to do was perform the intake swap. Our engine was equipped with Vortec heads, which use a specific intake bolt pattern, but that was the only change from a typical small-block Chevy.

Shaw had previously set the engine at 10 degrees before top dead center (BTDC), so once the intake was back in place, he dropped in the distributor and lined up the rotor pointing to the stamped “1” in the distributor body. This ensures the timing will be close. We also plugged an open coolant hole in the front of the man-

Previously, we had installed an Aeromotive Phantom in-tank fuel pump system that includes a return. We installed this a couple of years before the Edelbrock system, and it has performed flawlessly.

ifold with a pipe plug.

The most time-consuming effort to installing the Pro-Flo 3 system was simply executing where to mount the ECU and how to route the wiring. We decided on a position in the front left corner, using an aluminum mount for a fan controller that we no longer needed because the Pro-Flo 3 would control our twin electric fans. We mounted the ECU and then routed the wires underneath the fender to camouflage as much as possible.

Before we routed the harness, we had to relocate the ignition coil, since there was no provision for a coil on the intake manifold as before. We found a simple coil mount bracket that allowed us to mount it to the back side of the driver side cylinder

We started by removing the Edelbrock carburetor and Performer RPM dual-plane intake from our small block. This is a Chevrolet Performance crate engine to which we had previously added a mild COMP hydraulic roller cam.

PPNDigital.com 27

After cleaning the intake ports of the old gaskets and RTV, Shaw applied Permatex Grey Right Stuff RTV to the end walls and intake gaskets and slipped the new intake into place.

With these 29 lb/hr injectors at 58 psi, this system can feed up to 550 normally aspirated horsepower, so there’s plenty of headroom here should we decide to upgrade our small block at a future date.

We mounted the Pro-Flo 3 ECU at the upper front left corner under the fender to allow sufficient length to connect the main harness.

We also wanted to use the Pro-Flo 3 ECU to control our two Spal electric fans, which required adding two small white wires to the harness. Fan 1 connects to the position shown with the arrow (pin 16), while the second is the very last pin position. Reading the instructions, we learned there’s a plastic lock that must be released to push the pins in place and then relocked.

28 Power & Performance News / Vol. 8, No. 3

head. Originally, we routed the two orange and black wires from the MSD to the coil alongside the ECU wiring. But later, we decided this might cause interference with the ECU and re-routed them to the coil around the passenger side, to maximize their distance from the ECU. We did not have any problems, but we thought this was still a good idea.

The MSD (or any CD system) shoots 500 volts through these wires to the coil and can cause interference problems if bundled with the main wiring harness. Note however, the Pro-Flo 3 does not require a CD ignition box.

A separate ignition harness that will connect directly to the coil is also included. This system uses the optical trigger in the distributor to send a signal to the ECU, which then drives the coil with an internal module similar in process to what is used in an HEI distributor. This makes for a very compact, yet simple inductive ignition system.

With the distributor and coil mounted, we moved to the fuel delivery side of things. Edelbrock sets the manifold up for a single feed into the fuel rail on the passenger side. This interfered with our fitting for the heater hose. We could have relocated the fuel inlet to the rear of the manifold, but the cross-over hose didn’t fit as well in the front, so we elected to move the inlet to the driver side.

There is a schematic in the instructions that indicates you must use a

We also dropped in the optical distributor that’s part of the system. The distributor has Number 1 cylinder stamped into the body, which helps to align the rotor. The distributor cap only installs one way, so make sure you get it right.

Here we are about to mount the ECU under the fender and complete the wiring harness connections. We used an MSD-6A ignition with the Pro-Flo 3, but it also comes with a connector that will operate the coil as a normal ignition with all the same timing functions.

return-style regulator. One is not included in the Pro-Flo 3 kit, but most EFI-style return regulators have a fuel inlet on one side with regulated pressure on the opposite and the return on the bottom, so this is how we configured our regulator.

We had also previously installed

a WBO2 in the exhaust, so that made adding this sensor a matter of merely bolting it in place. As a suggestion, performing all the ancillary jobs like adding the fuel pump and the return fuel system, along with the WBO2 sensor, are all projects that can be done before actually installing the EFI system.

This will make the final part of the project move much more quickly.

With all the connections completed, we double-checked our hose connections, refilled the coolant, and we were ready to fire the engine.

This is when we followed the Edelbrock instructions to configure the software package for our particular engine. Using the Setup Wizard in the supplied wireless tablet, we plugged in all the details for our engine, including displacement (350c.i.), camshaft profile (mild 210-230 degrees), 58 psi for fuel pressure, 29 lb/hr injectors, and the manifold Pro-Flo 4150.

We had already hooked up a timing light and were ready to start the engine, but we discovered it wouldn’t fire. A quick check with the timing light determined we had no spark.

That quickly led to discovering we had relocated the switched power connection for the MSD, but it was not hot during cranking. We quickly rectified that situation back to its original harness connection, and the engine immediately started up and idled.

The next step was to set the base timing at 12 degrees BTDC. This is done by using the tablet to lock the timing so the distributor can be ad-

The tablet operates wirelessly, so the system comes with an antenna that we mounted under the dash on top of the head unit.

After the engine started, Shaw checked the initial timing with it locked on the ECU, so that the numbers agreed.

With all the connections completed, we turned the ignition switch on and opened the tablet to input all the data, like engine displacement, injector size, air/fuel ratios, and camshaft selection.

justed to indicate a base timing of 12 degrees BTDC on the harmonic balancer. This confirms that all timing commands from the ECU will be what the engine actually experiences.

With that accomplished, we then set the idle speed target at 750 rpm and adjusted the idle speed screw on the throttle body until the idle air control (IAC) percentage was at 10 percent. This was extremely simple compared to far more complex adjustment procedures we have experienced on some of the less expensive throttle body systems. After the TPS was calibrated, this completed the setup, and we were ready for our test drive.

Once the engine was up to operating temperature, we noticed a slight hesitation just off idle when we let the clutch out on our four-speed, 3.08:1 geared combination. We added a couple of points of acceleration enrichment, which helped, but didn’t quite eliminate the problem.

We spoke later with Edelbrock engineer Mark Honsowetz who said our engine application is their most popular, with excellent feedback from early customers. He said it’s possible that sometime during the learning 30 Power & Performance News / Vol. 8, No. 3

process, the system may have suffered a learning hiccup. His suggestion was to reload the system and try it again. We did, and this basically eliminated the off-idle lean stumble.

This made sense because early on, the system ran really great.

But even before we made those changes, it was immediately apparent with our first test drive that the engine just felt better and seemed to respond very quickly to throttle. But more than anything, the engine just felt smoother. A friend went for a ride with us the next day, and he also commented on how smooth it was running.

While there are probably lots of theories, we attribute this to the fact the injectors are now located directly over each intake port, along with the inherent advantages of sequential (or timed) injection.

Early multi-point injection systems from the ’80s used what is called batch injection, where the injectors fire in batches. Sequential fuel injection is also called timed injection, where the injector fires just as the intake valve opens. There are no real power benefits to sequential over batch, but there are some small gains to be had with throttle response and drivability,

We also covered the exposed EFI wiring with some Russell’s Wrap-It oversleeve and the final addition of a new Edelbrock chrome air cleaner. We also installed the inlet air temperature sensor inside the air cleaner housing. With that, we were all finished and ready to hit the road.

Idle Vacuum Settings The cam timing input in the early configuration asks for the duration numbers. If you are not sure of the numbers, this chart lists idle vacuum ranges for each of the three different cam timing areas. The Mild Cam is by far the most popular.

The tablet displays a nice, bright image that is very easy to read even in bright sunlight. In just a few minutes of running time, the correction factor at idle is very low at 2 percent, as you can see from the set point AFR at 13.4:1 to the actual 13.3:1. There are several different displays from which you can choose.

which is what we noticed through the seat of our pants and plenty of time behind the wheel.

Another side benefit we really haven’t mentioned much is the wireless Android tablet that’s part of the system. Not only is it handy to have a large, full-color screen to look at and use as a digital gauge package, but it’s also pleasant not to be tethered to the car. The system has sufficient signal strength to allow you to walk a few feet away from the car and still mon-

Configuration

Idle Vacuum (inches of Hg)

Stock Camshaft:

15 to 20 inches

Mild Camshaft

10 to 16 inches

Race Camshaft

8 to 11 inches

itor or input changes to the system.

Blakely also mentioned that if you already own an Android tablet, you can purchase a Pro-Flo 3 without the tablet and easily upload the software.

If your car is not set up for EFI with a fuel delivery system, adding that could add a day or so to the time required for installation. We spent a couple of days performing our installation that, for once, was not in thrash mode. We took our time installing this system, so it took longer than it should have, but we did not want to make a mistake. Except for the hiccup with the switched power,

it all went very smoothly.

We’ve already put about 500 miles on the system, and compared to all the previous self-learning EFI systems we’ve played with, the Pro-Flo 3 has to rate right up near the top for ease of installation (if you don’t count installing the manifold), minimal tuning, and overall drivability and performance. We’ve already decided this is a keeper system. It will be a hard sell for anyone to convince us to remove this Pro-Flo 3 in lieu of something better.

Why mess with success?

Sources: Aeromotive, aeromotiveinc.com; Edelbrock, edelbrock.com

Tech TALK

Full Circle

Henninger brings GM racing experience in CPG return Words Cam Benty | Photos Brandon Flannery

D

ave Henninger is a gearhead’s gearhead. His recent role as Powertrain Manager for GM Racing, which included major successes at tracks including LeMans and Daytona, taught him what it takes to create a winning race car. Combining that and his personal experience building cool hot rods and muscle cars, with a focus on major power output, makes him uniquely qualified to understand what performance customers require today.

Henninger’s return to the COMP Performance Group after 10 years at GM is a welcome one. As head of the CPG Product Development team, he works closely with a team of engineers who all share his personal interest in performance. Now that he has the keys to the castle, he has a chance to make a huge mark on the performance aftermarket.

We recently caught up with Henninger for a few minutes to ask him about his days running GM Racing Powertrain, how it feels to return to CPG, and his plans for the future.

So Dave, you’re back at COMP Performance Group after a 10-year tour with General Motors Performance Group. What were you doing at GM? I worked for FAST some 10 years ago, and when they told me they were moving from Brighton, Michigan, to Tennessee, I really did not want to relocate, so I took a job with GM Racing in Wixom, Michigan, not far from my home.

32 Power & Performance News / Vol. 8, No. 3

Henninger brings a vast knowledge of engine systems upon his return to the COMP Performance Group in a key role — Director of Product Development.

Dave Henninger’s career in racing included being a part of the GM Racing Team that collected the LeMans 24-Hour Championship title in 2011 and 2015.

At GM, I was in charge of powertrain development and engineering for the Corvette Racing team. It was an exciting position that included production and calibration of all racing engines and drivetrain components.

As part of that job, I attended all of the Corvette races worldwide, including spending about a month each year in France for LeMans. During that time, we won LeMans twice, a huge accomplishment for any race team.

In addition, I worked with Robbie Gordon on the famous Dakar off-road race and actually got on the podium with him the second time out. While we don’t hear much about it here in the U.S., in Europe and Asia, that is a very prestigious accomplishment.

How did you end up back at COMP Performance Group?

Well once GM added the 24 Hours of Daytona race to the already packed schedule, I found myself rather overwhelmed. It was becoming non-stop racing, and many of the things I wanted to focus on were not fitting in the schedule.

About that same time, I found myself wanting to build performance products for hot rods and various performance cars. I personally have a number of hot rods, including one of my favorites, a C10 Chevy

pickup with twin turbos and extensive modifications. Before coming to CPG, I worked for a high-end Dyno company in Michigan for about six months, but when the opportunity came about to work with CPG, I jumped at it.

So what was the attraction for you to return to CPG? What I remembered about working for COMP was that I enjoyed the work and the people — and I felt that if I made the [job] change, I would have more time to spend perfecting

the parts and programs that I loved about CPG the first time around. I love working on hot rods, so this was a great move for me. In May of 2016, I moved to CPG and relocated the family from Michigan to Memphis.

So, has the transition from GM to CPG been good?

As I remember from my time with FAST, both Ron [Coleman, CPG President] and Scooter [Brothers, Sr. VP] take great care of their people. In the short time I have been here this time around, I really feel that I can make a

Fuel Air Spark Technology ignition components and COMP Cams LS valve covers (teased here in this engineering illustration) are among the new product projects Henninger is working on ahead of trade show season this fall.

PPNDigital.com 33

This Chevy C10 may not look too far from stock on the outside, but its heavy underhood modifications include twin turbos. The pickup is one of Henninger’s favorite personal build projects.

difference here and develop some solid products for performance enthusiasts and engine/car builders.

The change to the Director of Product Development came about in June 2017. When I first arrived, I was assigned to create Executive Orders to certify products that would meet California Emissions Standards. My new position allows me to focus on new product development exclusively.

What personal agenda do you have for CPG components now that you are in charge of new products?

I am excited to apply my experience and enthusiasm as a racer and hot rodder to lead a group of talented engineers to continue to develop innovative products. Having been on the other side, as a consumer, I have the ability to define application issues and ensure that all of our products go through extensive real world testing before being released to the market.

As far as specifics, I really don’t want to tip my hand with regards to what we have in the works at this time. What I can guarantee is that everything we build will continue the COMP Performance Group legacy for cutting edge components that set the standard for performance.

Are there any products you can mention that we might see come SEMA time?

34 Power & Performance News / Vol. 8, No. 3

I don’t want to release too much, too early, but we have some simple products like high-demand LS valve covers and some new ignition products that should be in our booth come November. Those are a lock and should receive lots of notice from the trade show audience.

Is there an area where you see room for growth in the ever-expanding CPG family of products?

The ignition market is ripe for new components, and we think we can appeal to a large number of consumers

with some very cool parts. I also feel there is a need for expansion of the EZ EFI-style product line. Finally, we are also developing some new transmission controllers with improved abilities and versatility.

What’s new with regard to the COMP Cams line of camshafts?

Our line of new Direct Injection camshafts is really exciting. For applications where aftermarket superchargers and turbo systems are to be installed, we have the ability to increase not only the cam duration and centerline specs,

In his spare time, Henninger enjoys building engines and other performance parts for hot rods, like this Camaro that puts in its fair share of time at the track.

“COMP is a giant toy box for me, offering me the tools and teamwork that is required to build cutting edge components.” but also enhance the fuel pump lobes to increase fuel output.

We also are spending time working to develop some camshafts that will meet California Air Resources Board emissions standards, since there is a lot of focus on compliant valvetrain parts by OE manufacturers. In addition, we are always researching better camshaft material and enhancing the surface finish to take our parts to the next level.

and test/development equipment that allows them great latitude when working on new products.

COMP has been a leader for many years in the development of not only performance enthusiast products development, but in racing, where we have the capacity to take individual racer requirements and develop just the right part for them.

We have full dyno capabilities, our

Spintron allows us to fully understand engine dynamics. We have the metallurgical science to look inside the metals of our valve springs and other parts to avoid engine and part failure.

Those are the tools that really excite me about the future of CPG and where we are going. COMP is a giant toy box for me, offering me the tools and teamwork that is required to build cutting edge components.

Have you had much experience working with Direct Injection engines?

COMP is currently involved in a number of different racing engine builds, including creation of valvetrain gear for the LeMans-winning Ford GT and Corvette racecars. We are not new to DI engines and have built a number of products to draw significant power gains from these engines. With Billy Godbold [Lead Camshaft Designer], we have a good handle on what it takes to make these engines perform.

What about Racing HeadService? The LS Race Block has been a big win. How about other products from RHS? We are working on a number of new cylinder heads to expand the line. We are always researching cylinder head and block designs to stay on the cutting edge, especially with late model applications.

We’ve heard some rumblings about some new TCI transmission products.

For SEMA this year, we are planning to offer some bellhousings that allow you to take 4L80E and 700R4 transmissions and bolt them directly to any of the major manufacturer’s engines, including Ford, BOP, and Chrysler.

This will allow you to choose either a computerized transmission (4L80E) or mechanically overdriven transmission (700R4) and bolt them up to engines other than those made by GM. In this way, guys with street rods or muscle cars can get the overdrive gear and run the steeper rear end gear for better performance or cruising.

In terms of product development, we know that CPG has a great team of engineers

• All-billet centrifugal superchargers with integral oiling system • Excels with low bottom-end boost from 1,800 to 6,500 rpm • Average 40% over base power increases at 6psi, flows sufficient air to support 700+HP • Complete kits supplied with robust 3/4in thick billet mounting brackets for less deflection •Limited Lifetime Warranty-Made in the USA Complete kit prices begin at only

Call 616.706.5580 • torqstorm.com

Not for use with a motor vehicle pollution control device or system.

PPNDigital.com 35

Tech TALK

High-Tech vs High-Torque Carbs vs Computers Words / Photos Richard Holdener

T

hough the country is currently caught up in the LS craze, let’s not forget it was the original small block that put Chevy performance on the map. It can be argued that the little mouse motor all but revolutionized the aftermarket industry, and truly earned its legendary status with countless wins in almost every conceivable form of motorsports. If you are new to the small-block Chevy scene, try this simple test. Ask any small-block owner, and chances are

they have at least one cool story involving their beloved mouse motor.

Despite the popularity of the LS, the original small block continues to be a mainstay of the performance aftermarket industry. Some guys simply will not switch, no matter how good (or popular) the LS engine family is. Many of these diehards also stick steadfast to carburetion. There is certainly an argument to be made in favor of the winning ways of a carbureted small block, but does that mean

it doesn’t respond to fuel injection?

That, my friends, is what we were here to find out.

There is no denying the simplicity of a simple carburetor. Having run numerous small blocks on both engine and chassis dynos, we concur with the notion that setting up any EFI motor is considerably more complex than its carbureted counterpart. The question now is, does that mean modern EFI systems have anything to add?

Truth be told, both factory and af-

It is hard to go wrong with bolting on a simple four-barrel carb and dual-plane intake, but might fuel injection be an even better choice?

36 36 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 33

The 305 test mule had been upgraded with a COMP XR276HR-10 cam.

The cam offered a .502/.510 lift split, a 224/230-degree duration split, and 110-degree lsa.

The little 5.0L small block also featured a set of TFS Super 23-degree cylinder heads.

Actuating the valves was a set of Lunati 1.5-ratio aluminum roller rockers.

Our carbureted intake of choice was an Edelbrock Performer RPM Air Gap intake. The dual-plane design offered a broad torque curve with plenty of peak power.

termarket EFI systems (like the FAST XFI system on this motor) have a lot going for them. That Ford, Chevy, and Dodge abandoned the carburetor in favor of electronic fuel injection speaks volumes about its potential.

The most obvious benefit offered by injection over carburetion is the ability to properly dial in the air/fuel and timing curves for any combination of load and engine speed.

By contrast, the carburetor is very effective at metering fuel under MOST conditions, but try to trim the fuel by 6 percent at just 3,880 rpm with a carburetor and see what happens. Proponents of carburetion counter with the additional power offered by charge cooling, so we thought we’d take yet another look at carburetion versus fuel

injection on a typical small block.

Obviously, the only way to do this was to run the same motor with fuel injection and carburetion. To add a little spice to the recipe, we decided to run different intake configurations as well. Like any comparison, this test was not designed as the final word in the debate, but rather to provide additional fuel for the fire. Both systems provide benefits that may be more or less desirable to the individual, and besides, you will never convert a diehard carburetor guy over to fuel injection, and vice versa.

The results of this test really were less about carburetion versus electronic fuel injection than the difference in the intake manifold design. The dual-plane, carbureted RPM Air Gap in-

take offered a decidedly different power curve than the Holley Stealth Ram, irrespective of how the fuel was delivered. Whether injected or carbureted, in the end, it was still a small-block Chevy, and that can only be good.

To illustrate the merits of both carburetion and fuel injection, we decided to apply both to a suitable small block.

Rather than choose the more common 350-inch displacement, we selected a 5.0L, or 305 for those who don’t speak metric. The 305 shared the 3.48-inch stroke of its big brother, but ran a significantly smaller bore of 3.736 inches.

The smaller 305 was run in a variety of different cars and trucks, and was even the hot setup for a Camaro back in the late ’80s and early ’90s. Ultimately, the F- body received the 350-inch, L98 TPI PPNDigital.com 37

The Edelbrock intake was run with a Holley 650 Ultra XP carburetor.

Ignition chores for both the carbureted and fuel-injected combinations were handled by this MSD billet distributor.

The carbureted 305 small block produced 363 hp at 6,100 rpm and 353 lb-ft of torque at 4,500 rpm.

Off came the carbureted induction system to make way for the Holley Stealth Ram lower intake. Basically a fuel-injected tunnel ram, the Stealth Ram offered equal runner lengths to properly tune the power production of each cylinder.

motor shared with the Vette.

Rather than run the test on a stock 305, we spiced things up a bit by adding a set of TFS Super 23 aluminum heads and a healthy COMP cam. Designed specifically for the small-bore 305 application, the TFS heads dramatically improved the flow over their iron counterparts.

Working with extra flow offered by the TFS heads, the COMP XR276HR-10 cam featured a .502/.510-inch lift split, a 224/230-degree duration split, and 38  Power & Performance News / Vol. 8, No. 3

110-degree lsa. We knew the right cam and heads would help better illustrate (and magnify) the differences between the injected and carbureted induction systems.

The two-induction systems run on the modified 5.0L included our old carbureted-combo standby, the Edelbrock RPM Air Gap intake and Holley 650 Ultra XP carburetor. Always a good combination for a street small block, the dual-plane RPM Air Gap offered an impressive combination of

horsepower and torque production.

Representing the injected contingent was a Holley Stealth Ram intake.

The Stealth Ram was essentially a tunnel ram converted for EFI use with injector bungs. The tunnel-ram lower intake was combined with a box upper manifold designed to accept a dual 58mm throttle body.

In the end, the two forms of induction system produced similar peak power numbers, with the Air Gap and Holley checking in with 363 hp

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We relied on a set of 60-pound, Accel injectors to feed the injected small block.

The Stealth Ram was supplied with a dedicated fuel rail system that included a front crossover and fuel pressure regulator.

The box upper intake bolted to the lower manifold using the supplied hardware. Check out our drive-by-wire throttle actuation!

Airflow for the injected small block came courtesy of a dual 58mm Holley throttle body.

Using a FAST XFI management system, we dialed in the air/fuel ratio of the injected small block.

Run on the dyno in fuel-injected form, the 5.0L produced 370 hp and 349 lb-ft of torque. The injected combo made more peak power, but lost out slightly in torque production to the carbureted combo.

at 6,100 rpm and 353 lb-ft of torque at 4,500 rpm. The Stealth Ram raised the horsepower peak to 370 hp at 6,000 rpm, but peak torque dropped slightly to 349 lb-ft at 4,800 rpm.

Despite the slight differences in peak 40  Power & Performance News / Vol. 8, No. 3

numbers, the curves were dramatically different. The carb combo offered better low-speed power up to 4,700 rpm, but the Stealth Ram took over past 5,000 rpm. No matter how you slice it, hightech or high-torque, carbs or comput-

ers, as long as it goes on a small-block Chevy, it’s a win in our book.

Sources: COMP Cams, compcams.com; edelbrock, edelbrock.com; FAST, fuelairspark. com; Holley, holley.com; Lunati, lunatipower. com; MSD, msdignition.com

305 Chevy-RPM Air Gap vs Holley Stealth Ram Note how the dual-plane intake (red line) improved torque production lower in the rev range, while the Stealth Ram offered gains on the top end. The peak numbers differed by just 7 hp and 4 lb-ft, but the carb combo offered as much as 20 additional lb-ft down low. Past 5,000 rpm, the Stealth Ram pulled ahead by 10-11 hp. Though the WOT test showed the differences in power, what it doesn’t show you are things like fuel mileage and drivability, which would likely be better with the fuel injection.

PPNDigital.com 41

All The

General’s If you took a flight out of Southern California’s Burbank Glendale Airport (now called Bob Hope Airport) in 1983, you might have spotted an unusual sight just before you reached the end of the taxiway and turned tail to line up with the runway — a Rebel flag flying high from a lone flagpole just across the street.

A

t the base of that flag, a war of time and attrition was waged daily — not as occurred back in the time of the War Between the States, but rather a man vs. machine conflict of legendary proportions.

A small group of mechanics and special effects guys worked to keep the fleet of General Lees outfitted with proper engines, roll cages, and suspension parts. While the General’s battles were carefully captured on film to the delight of an avid television audience, only this band of talented warriors knew the behind-the-scenes tasks necessary to keep them “flying” every time Second Unit Director Paul Baxley yelled “ACTION.” The Dukes of Hazzard television show ran from 1979 through 1985 and was always top-rated on CBS during that time. With actors John Schneider and Tom Vopat behind the controls of their legendary 1969 Dodge Charger, complete with NASCAR-style roll bar and 01 emblazoned on the side, the car is arguably the most famous TV vehicle of all time. Yes, bigger than the Batmobile, Knightrider, and even Burt Reynolds’ Bandit TA. Responsible for all of the 317 Chargers used on the show during its six-year run was Builder/Lead Mechanic Tom Sarmento, who to this day stages Dukesfest in the southeastern U.S. and attends other events both here and internationally. Some 30-plus years after that last orange Charger flew across the screen, the General 42 42 Power Power&&Performance PerformanceNews News//Vol. Vol.8,8,No. No.33

Running from 1979-1985, The Dukes of Hazzard was famous for filming action scenes like this. No other car in history was filmed from the underside more than the General Lee Charger.

Men

Behind-the-scenes stories from the men who built the most famous Charger in history Words Cam Benty and Tom Sarmento Photos Tom Sarmento

PPNDigital.com 43

In terms of pure airtime, the General Lee should have started an airline. The longest jump in history, 236 feet, was by Al Wyatt, wearing shorts and flipflop sandals. This jump over the house was performed by stuntman John Cade.

Lee and the folks who made it popular — regardless of their roles — are celebrities with a diehard fan base.

The Dukes infantrymen While Sarmento was responsible for the timely operation of the cars on the set when called to perform, he also created an amazing team of “technicians” who worked tirelessly to build cars for both First and Second Unit filming.

As with most productions, First Unit cars worked with the actors themselves, often on location or on stage.

Second Unit cars did all of the stunts, big and small. Dukes’ Second Unit tasks could range from driving action around the location, “mini-jumps” where the car hops off a short jump before returning to the ground, to full-scale ramp-to-ramp (and ramp-tonothing) “flights.”

John Cade and Corey Eubanks did 40 percent of the jumps on Dukes, backed up by Al Wyatt and Henry Kengi. While it was Wyatt who holds the record for the longest jump (236 feet), in terms of sheer volume, Cade and Eubanks have the most total airtime.

“For each show, we figured we 44 Power & Performance News / Vol. 8, No. 3

Stuntman John Cade suits up for duty.

Looking more ready for a football game than a car stunt, this protective gear was typical of the ‘safety’ equipment used for the show.

The Second Unit is responsible for all of the car action and stunt work on a show. This is how many folks it took to run just the Second Unit on Dukes back in the 1980s. The crazy white-haired guy on the back row is Al Wyatt, on his left, Henry Kengi.

needed at least six General Lee Chargers, eight Sheriff cars, two Jesse pickups, two Daisy Jeeps, two Boss Hogg Cadillacs, and at least six non-descript cars at the ready between First and Second Unit,” Sarmento says. “We had to have plenty of back-ups be-

cause we knew that things happen; guys run into trees, cars flip over, etc., and we had to have extra vehicles if there was a jump. Things really got interesting when we moved from Lake Sherwood, which is where most of the show was filmed, to subsequent lo-

cations such as Indian Dunes, Disney Ranch, Columbia Ranch, Castaic Lake, and others before the final season at Valencia Oaks.”

The record for jumps in one day happened in February 1983 when nine Chargers were launched into the air.

PPNDigital.com 45

Lead mechanic on the show was Tom Sarmento, who was immensely helpful in creating this story and setting the record straight about the car preparation.

The reason for the huge number of jumps (most of the time, there was no more than one or two jumps in a week) was Executive Producer Paul Picard, who threatened to use stock footage, rather than film new action, thinking he could save money. Second Unit Director Paul Baxley wouldn’t have it, and to get the footage in the “can,” staged a jump fest all in one day.

None of the nine Chargers survived.

Vehicle prep “On my first day at Dukes, I arrived on location in Valencia, California, around 5 a.m. in my converted bread truck full of tools and supplies,” Sarmento remembers. “Transportation Captain Jack Oates was already out there. Upon seeing me, he simply pointed to the pile of Chargers over by some trees stating, ‘well, there they

are.’ In all, there were about 15 Chargers lying in a heap with flat tires and dead batteries. So began my glorious career on Dukes.”

It didn’t take Sarmento long to get the cars up and running. Tires and batteries were easy, and after a few other simple corrections, Sarmento felt they were back in business, so he took a break and filled up his coffee cup.

Once again, it was Oates who was to spoil Sarmento’s morning, pointing a finger at the stack of Chargers and commenting, “looks like your Chargers are on fire!”

Sure enough, the cars were doing one of two things: either generating huge plumes of steam as they overheated, because of busted radiators and hoses, or leaking oil all over the ground. Clearly, the General Lees had been worked hard and required a lot

These reproduction logbooks detail the daily activities of Tom Sarmento and his mechanics as they attempted to keep up with an aggressive shoot schedule. The single-page detail shown here is that fateful day in 1983 when nine jumps were performed in one day — the only time that occurred in the history of the show.

46 Power & Performance News / Vol. 8, No. 3

of attention just to get them to run, let alone perform. Sarmento’s saga had just begun.

If there is a silver lining to the story, it was that as a result of the poor condition of the picture cars, Sarmento and his good friend, Rich Sephton, made a living turning junk cars into reliable picture vehicles using skills honed building their personal race cars.

It did not take Sarmento a lot of convincing to make Executive Producer Paul Picard understand the need to have cars that do what the director wanted when he yelled action.

Spending a little more money to avoid downtime made a lot of sense.

“While the police cars were fairly new (1977-78), the Chargers were falling apart,” Sarmento says. “We picked them up from all over Los Angeles, and we rarely paid more than $500.

The transportation people in charge of the cars didn’t know the difference between a 318 and a 440 [c.i. engine].

Back then, you could get even Charger R/Ts for under $1,000. It seemed like most of them were green for some reason — clearly that was a popular color from the factory. More than once, we spotted a car on the street, knocked on the door, offered $500 for the car and a clean title. Those were the days of cheap and plentiful muscle cars.”

Giving the General a hand Warner Brothers producers had no clue what it would take to get the Chargers to not only fly through the air, but simply operational. Most of the Chargers were equipped with bigblock Mopar engines ranging from 383 to 440c.i.

Small block-powered cars were used for mid-sized jumps, with nitrous oxide giving the cars the added lift. When a car was required to slide around in the dirt during a chase or complete other dynamic driving, a 383c.i. or bigger cube-equipped car was preferred, because they had the necessary torque.

As with most accounting departments, they began to become very concerned about overruns of the budget down at Warner Brothers headquarters. To that end, the guy charged with riding hard on the guys at the mechanics shop was affectionately nicknamed “Clip Board Steve,” because of his obvious and ever-present clipboard. Every day, he would arrive

As stuntman John Cade tells it, the red smoke was supposed to clear out once the car became airborne, a smoke bomb firing off after the car hit the ramp. Clearly, the special effect guys were wrong.

at the show to tally the parts required to keep the Chargers coming down the line — and take some torment from the mechanics.

Short story: If you remember that flag pole mentioned in the beginning of the text, the tubing used to create the pole was actually delivered to the shop to create a stronger thicker-wall roll cage for one of the bigger jumps planned for the show. When Clip

These were truly the General’s Men, the mechanics of the shop in Burbank, California, where the cars were prepped. Tom Sarmento is far right next to his friend, Rich Sephton (white shirt). On top of the car is Special Effects and Roll Cage Builder AJ Thrasher, complete with his Razorback hat and ever-present wad of Redman chew.

Board Steve arrived, he was unable to find the tubing. After some searching, the mechanics caved and showed him the flagpole they had made out of the tubing. Their rationale: They had stacked it vertically.

Sometime in 1982, Clip Board Steve decided Sarmento should begin keeping a log of the cars and repairs, not just the Chargers, but all of the police cars and other vehicles. What remains

are the logbooks that now place the times and dates for each jump and verifies the total cars used. That’s priceless information for car guys.

The big jumps “Someone had installed a 413c.i. big block in one of the Chargers — the early style Mopar engine — as odd as that would seem,” Sarmento says. “To make things more unusual, the car

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Stuntman John Cade’s biggest jump was in Oxnard, California, over this moving train. The car had a 413c.i engine and four-speed transmission — the only time a manual transmission car was used.

also had a four-speed transmission. It is the only manual transmission car I can remember from my days on the show. The stunt guys didn’t like them because there were too many pedals to contend with. Between the gas and

Legendary ski car driver Buzz Bundy did all of the two-wheel stunt driving at that time — for most of the TV and film industry. No one was faster or better at driving on two wheels, and the Dukes Charger was one of his favorite rides.

brake and the parking brake [the latter used for fast sliding turns — the ratcheting mechanism was removed so the brake could be depressed locking the rear tires — and then released once the driver had made the turn], there was

Dukes Myths INSIDER TRADING ON THE GENERAL LEE FROM TOM SARMENTO • The doors were never welded. How else would Uncle Jessie or Boss Hogg ever get into the back seat of the cars?

• Only 1969 and modified 1968 Chargers were used. No 1970s, for obvious reasons — there are lots of incorrect rumors to the contrary.

• There is a lot of confusion over the paint used on the Chargers, most Mopar fans stating proudly that it is Hemi Orange. In reality, it was GM Hugger Orange the same color used on ‘69 Camaros.

• 317 Chargers were used — all taken from Los Angeles County.

• Big-block Mopar engines powered most of the cars. When used for First Unit filming, where the cars had to slide around and kick up the dirt, the 383c.i. engines were preferred.

• To achieve the right angle when flying, and avoid the “nose in” damage they experienced in the first test flights, 300 pounds of lead was installed in a weight box in the trunk of small-block cars, 500 pounds in big-block cars.

• Most of the cars received some form of roll-bar hoop installed by AJ Thrasher.

For the bigger jumps, a full cage was installed to protect the driver. The cages, big and small, used high-quality tubing.

• Guy Walden, creator of the original General Lee (as opposed to rumors about George Barris), wanted a Pontiac GTO. There were 180,000 Chargers built back in 1969, so by virtue of availability, that model was the final choice.

• The original horn used on the General Lee was heard first on a food truck by Director Paul Baxley and then used on the show. Only one car was equipped with a real horn — the First Unit car driven on stage by Schneider and Vopat.

Original Stuntmen: Paul Baxley, Craig Baxley, Gary Baxley, Henry Kengi, Bobby Orrison, Al Wyatt Jr., Jerry Summers, Kay Kilmer, Richie Burch, Corey Eubanks John Cade, Russell Solberg Mechanics: Tom Sarmento, Rich Sephton, John Mancini, Mark Lilienthal, David Grant 48 Power & Performance News / Vol. 8, No. 3

just too much to handle.”

Wyatt completed the biggest jump ever for Dukes, at 236 feet, but Cade’s 186-foot jump in Oxnard, California, over a moving train was one of the most dramatic. The prep completed to launch the Charger at the right angle was typical of how it was done.

“When they strapped me in the car, I found that I could not reach the gear shift,” Cade says. “The gear I needed was third, which was the furthest away from me, so they taped the gear shifter into third, which meant that I had to feather the clutch to get the car to move and get up to speed without shifting.”

“Strapping in” a guy in a stunt car was fairly unusual at the time, but something that would seem extremely unsafe by today’s standards. The driving suit used at the time was not really the typical flame retardant race car suit you might imagine. Frankly, it was more like the gear you might find on a football player. Ankle, elbow, and knee guards were required, along with protection for the kidney, hips, and forearms — topped off with an open face helmet. But, that wasn’t always the case.

“Al Wyatt was wild man,” Cade remembers. “For his record jump, he wore shorts and flip-flop sandals.”

The strapping in operation took several minutes and, interestingly enough, utilized a lot of original Chrysler parts, including the factory Charger seat.

“We would start by welding eyelets into the roof/rollbar of the car after the headliner had been removed,” says AJ Thrasher, the Dukes’ roll cage specialist. “Once the eyelets were in place, the harness for the driver was hung from these eyelets, so that the stuntman was suspended within the car.”

To provide protection against compressing the stuntman’s spine into the seat and flooring, the Chrysler seats were slit open and a truck tire inner tube stuffed inside. The harness provided five-point retention, but the driver was actually floating in space once the inner tube was aired up.

No window netting to retain driver arms and heads was used (that would show in the filming, remember), and often a wig was attached to the outside of the stuntman’s helmet to make the camera believe John Schneider was behind the wheel. On more than one occasion, Cade ditched the inner tube and inserted a large wadding of bubble wrap under his spine as his only seat cushion.

“We felt safe in the cars using this system and knowing that the roll cage system built by AJ [Thrasher] was done right.” Cade says. “AJ was constantly chewing Redman [chewing tobacco] when he was working. He signed off the car with a big wad of used chew that he would leave on the dashboard. If we saw that AJ had left his ‘mark,’ we knew the car was good to go.”

The choreography of the jumps was

Second Assistant Director on Dukes at the time, Bob Nellans, has a highly prized collection of Dukes belt buckles, awards given to those who worked on the show. The Dukes of Hazzard was his first job in film/ television, the start of an illustrious career that continues today.

tuned to the production requirements.

The angle of the ramp and the speed of the car were obviously determiners of how high and far the car would fly.

After the director had determined the shot he wanted, it was up to the stunt man and vehicle prep team to calculate the details of the flight.

In the beginning, there was a lot of trial and error. Often, the Chargers would nose in, and the car would clearly have been totaled. As the jump team became more attuned to Charger aerodynamics, they would begin installing lead weights into a trunk-mounted box to even out the weight balance. For the small-block Chargers, 300 extra pounds were installed in the rear, for the big blocks, 500 pounds.

Initially, the producers did not expect The Dukes of Hazzard “to go past the first commercial” in terms of longevity. But 40 years later, Dukes is still a thing, and Sarmento has had an illustrious career in the TV business, highlighted by his time turning wrenches on Chargers and making them fly — quite literally.

In the end, Sarmento sums up the overall experience and gives credit to his fellow mechanics and the cars that served him so well.

“My cars worked hard, performed great, and died a rough death,” Sarmento says. “My time on the show was unforgettable, and I’d do it again if given the chance. It was a terrific time in my life.

PPNDigital.com 49

Tech TALK

The Octane Game Words Jeff Smith

Photos Jeff Smith and Rockett Brand Racing Fuel

T

his is the Golden Age of horsepower. Never has it been so easy to make big power numbers. Even truck engines now make more than 400 hp. That power comes from cylinder pressure pushing down harder on those pistons to spin the crank.

As cylinder pressures rise, octane requirements also increase, but often for reasons you might not realize. We talked with Rockett Brand Racing Fuel VP of Engineering Tim Wusz and President Jack Day, who each gave us some insight into techniques you can use to feed the proper fuel to fire your engine.

Some enthusiasts mistakenly think octane has a mystical power-adding effect so that merely using a higher octane fuel will bump the power level. This is not true; octane is just one of numerous gasoline components that affects power. Essentially, octane is present to prevent the onset of detonation, commonly described as

the “knock” that results from uncontrolled combustion occurring after the spark plug has fired.

While we think of combustion as a single explosion, the truth of the matter is that after the spark plug ignites the mixture, the effect in the combustion space is more like a grass fire burning across a prairie, with the piston top being the prairie surface enclosed by the combustion chamber.

As the fuel and air burn across the top of the piston, pressure and temperature increase. If the fuel has insufficient octane, the fuel and air toward the far side of the combustion chamber can spontaneously explode due to the high heat and pressure.

This creates a pressure spike that makes that distinctive detonation rattle. To combat detonation, we need a higher octane fuel.

For street engines, premium pump gasoline ranges between 91 and 94 octane. Performance street engines,

Horsepower comes from engines with the right mix of cylinder pressure combined with the right octane fuel. If too low an octane fuel is used, the engine can detonate. Conversely, too much octane, and power remains high, but the cost is higher with no performance gain. The trick is knowing the right mix.

50 Power & Performance News / Vol. 8, No. 3

especially those equipped with power adders like nitrous oxide, superchargers, or turbochargers, can radically increase the cylinder pressure, which demands a higher octane.

Rockett Brand offers a 100 octane fuel that is lead-free and also completely street legal, even for later model engines with catalytic converters. This is a high-quality, high-octane fuel perfect for power-adder applications or those engines with high compression ratios.

For example, it’s entirely possible a mid-effort centrifugally-supercharged small-block street engine making 600 hp from 8 pounds of boost might only require 96 octane fuel to make this power. While running 100 octane fuel will certainly offer a level of added insurance, this

All gasoline is rated with an Anti-Knock Index, or AKI. This is a rating of the average of the fuel’s Research Octane Number (RON) and the Motor Octane Number (MON), or RON + MON / 2. Of the two numbers, the MON is the more important for performance engines. Rockett’s 100E fuel has a RON of 105 and a MON of 97, which gives it an AKI of 101 — rounded down to an even 100.

This is the blending chart for mixing 91 octane pump gasoline with 100 octane Rockett race fuel. The 100 fuel is unleaded, legal, and safe to use even with new, catalytic converter-equipped cars.

This is the blending chart for mixing 93 octane pump premium with 100 octane Rockett race gas. Note that starting with a better pump fuel means less high octane gas to create the same effective blend octane rating.

also comes at a cost, since 100 octane race gas tends to be a bit more expensive than 91 octane premium fuel.

To benefit street engine users, Rockett has created a blending chart on their website (rockettbrand.com) that reveals how mixing 100 octane Rockett fuel with 91-94 octane pump premium can create the octane rating that will fit your specific purposes.

We’ve discovered our little 4.8L LS truck engine at 6 psi of boost only requires 96 octane fuel to make 500 rwhp. Our testing reveals that raising the octane beyond 96 does not improve power, so we used Rockett’s blending chart for 91 pump fuel to create a 96 octane fuel. By mixing 6 gallons of Rockett 100 octane race gas with 5 gallons of 91 octane pump gas, we come up with 11 gallons of fuel with an octane rating of 95.9 octane — pretty close to what we need.

By starting with a higher 93 octane pump fuel, you can see on Rockett’s chart that you need less race gas to make the same number. Mixing 7 gallons of 93 with 5 gallons of 100 race gas will also produce the same 95.9 octane fuel, but you end up with 12 gallons of good fuel, instead of 11.

Besides the fuel’s octane rating, there are several other factors that affect an engine’s octane requirement. Ignition timing is clearly the most critical factor. Often, the difference of a degree or two can reduce an engine’s octane requirement without causing a drastic loss of power.

In a supercharged application, it’s not uncommon to find that reducing the ignition timing four degrees from 30 to 26 will reduce the torque 30 lb-ft. While significant, this also allows the use of lower octane fuel for cruising. For ultimate drag strip

performance, it’s easy enough to increase the octane back up to 98 or 100 to prevent detonation problems.

Other issues that also affect an engine’s octane sensitivity are factors such as atmospheric pressure, inlet air temperature, and humidity.

A combination of high temperature, high pressure, and low humidity are akin to a perfect storm where all three factors contribute to demand a higher octane number. Among the most impressive numbers Wusz offered is how even a slight inlet air temperature increase can affect octane requirements.

Wusz told us that back in the ’70s, the car companies performed extensive inlet air temperature research and discovered every 25-degree increase in inlet air temperature pushed an engine’s octane demand by one full number. As an example, if we pull air into the engine’s under-hood inlet that is 50 degrees above ambient (an increase from 70 to 120 degrees), this will put the en-

This is our supercharged 4.8L truck engine equipped with a blow-through carbureted Vortech V-3 supercharger. This iron-block truck engine sports a static compression ratio of 10.0:1 with lightly ported heads and a mild cam and makes 600 hp at the crankshaft, with only 6 psi of boost. We made this power using a 50-50 mix of Rockett 100 gas and 91 octane pump gas, which from the blending chart is a 95.5 octane rating.

gine’s octane requirement two full numbers higher, or the equivalent demand of 91 to 93 octane fuel.

This is one explanation why your engine seems to run better on cool days. Cool air is not only denser, with more oxygen per cubic feet of air, but it’s also less prone to detonate.

Have you ever wondered why engines tend to easily detonate when they become overheated? With the engine at the extreme high end of its operating temperature range, the heads and intake are also much hotter. This heats the air as it enters the cylinders. Hotter air is more prone to detonation, as evidenced by the 25 degree rule. It all makes sense when you think about it.

Day also emphasized the discussion of octane numbers is of full numbers and not octane points.

Off-the-shelf octane boosters often make claims that mixing their special sauce will improve octane by as many as three or four points. Most enthusiasts assume those “points” to be whole numbers, when in fact an octane point is one-tenth (0.10) of a whole number. So, an improvement of three “points” from a 91 octane fuel base would only increase the fuel’s AKI to 91.3. As you can imagine, this is negligible compared to moving the AKI from 91 to 96.

Armed with this newfound information, there are several approaches you can make toward improving engine performance without purchasing octane that your engine might not necessarily demand. Knowledge, in this case, really is power.

Source: Rockett Brand Racing Fuel, rockettbrand.com

With a full load of Rockett 100 fuel, our little 4.8L motor with the same Vortech supercharger spiked the boost up to 11.5 psi and made 630 hp at 6,800 rpm and was still climbing when we shut the test down. We only stopped because this engine still has the stock connecting rods that are a bit questionable above 7,000 rpm. With good rods and pistons, we would not hesitate to take this right past the seven-grand mark. It might make 650 hp!

PPNDigital.com 51

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Hump help American Powertrain, Tunnel Hump for ‘60-’72 C10 Trucks Getting frustrated trying to install a manual transmission in your ’60’72 Chevy C-10 pickup because you can’t find a factory hump? American Powertrain announces their new Tunnel Hump, which is exactly what the doctor ordered.

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56 Power & Performance News / Vol. 8, No. 3

Wax on

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National Parts Depot, OE Correct Rear View Mirror Supports With any restoration, the devil is in the details, and the folks at NPD know it. Their most recent release is an OE Correct Rear View Mirror Support, which fits a wide array of classic GM muscle cars, including 1968-69 Camaro & Firebird, along with 1968-72 A-Body cars.

This new offering is testament to NPD’s dedication to delivering the parts their customers demand. NPD spends a great deal of time researching the correct parts to match the factory-delivered parts, in this case addressing the OE correct satin finish. NPD offers a full line of parts for muscle cars of all ages. npdlink.com 800.874.7595

PPNDigital.com 57

Tech TALK

Spin & Win

What to ask when selecting a rotating assembly Words Cindy Bullion

A rotating assembly, like this one from Lunati, includes crankshaft, rods, pistons, pins, rings, and bearings, already balanced and ready for installation.

A

sk any engine builder their choice for the best combination of rotating parts when building an engine and you will get a wide range of responses. After all, there are a huge number of component choices. Often, the builder’s own personal experiences, along with which parts provide the best profit for them (remember, those guys need to make money too!), will dramatically affect their answers.

If there is one consistent answer across the board, however, it is “matched” systems deliver greater longevity and better performance than selecting individual pieces that may 58 Power & Performance News / Vol. 8, No. 3

not be completely compatible. In their quest to improve customer service and boost performance, manufacturers of aftermarket performance auto parts have made it much easier to purchase the required parts and ensure nothing is left out of the equation.

So, the question remains; how do you pick the right “system” for your engine build? To get some answers, we spoke with Lunati’s Kirk Peters and Justin Bowers to get their perspectives regarding the questions that should be asked when shopping for a rotating assembly. Though they speak about Lunati’s products, most manufacturers have different levels of

offerings, so the questions should still be asked regardless of manufacturer.

Here are their Top 5: What is your budget and is that realistic?

Bowers: Lunati’s rotating assemblies, which include a crankshaft, rods, pistons, pins, rings, and bearings, range in price from around $2,500 to $4,900.

This is the best option when building an engine, since each part has been selected and tuned to achieve a certain amount of power. For this price range, they are getting a heck of a lot of technology along with parts that deliver excellent quality.

Peters: In addition, upgrading

Lunati’s Signature Series and I-beam rods are designed with the all-out race car in mind. Cars with power adders such as blowers, superchargers, turbochargers, and nitrous especially need added strength in the bottom end.

only one item in a matched system can deliver a false sense of reality, and a letdown in terms of performance expectation.

What is the desired horsepower expected from your engine?

Peters: Someone building a 550-hp versus 1,300-hp engine is going to have different requirements. In the first case, a Lunati Voodoo assembly rated for up to 1,000 hp would suffice, while the recommendation for the latter is a step up to the premium Signature Series assembly rated for 1,500+ hp.

The Voodoo assembly is a great choice for street/strip applications where higher-than-OEM durability and strength is needed, but other engine upgrades have been limited so the car is still streetable. The Voodoo assembly with 4.00-inch stroke for LS engines is Lunati’s biggest seller and a hit among drag racers.

Bowers: The 4340 non-twist forged Voodoo crankshaft is nitride heat-treated and features micro-polished journals with lightening holes to reduce weight for faster acceleration.

It’s packaged with Lunati’s H-beam rods — also made from forged 4340 steel — ICON forged pistons, pins, and rings, and King or Clevite premium engine bearings.

Will you be using power adders?

Peters: Power adders such as blowers, superchargers, turbochargers, and nitrous put additional stress on an engine’s bottom-end, making a durable rotating assembly essential.

Bowers: Both the Voodoo and Signature Series cranks are forged 4340 steel, but the Signature Series features a

beefier forging that is designed to withstand the extra demands. The Signature Series crankshaft features gun-drilled mains, lightened and micro-polished rod journals, and windage-reducing, contoured-wing counterweights. It is also pulsed-plasma nitride heat-treated for even more strength to hold up in all-out racing applications.

We included premium Diamond or Mahle brand forged pistons, pins, and rings, premium King or Clevite engine bearings, and your choice of Lunati’s H-beam or I-beam rods. The difference between the offered rods is primarily that the I-beam version is CNC-machined and undergoes additional testing for impurities and defects.

What is your application?

Peters: Different types of racing require different components, lightweight versus standard weight. Though all racers look to reduce weight in favor of faster ETs, going the lightweight route in drag racing can be tricky. You could be walking the line between more power to get you down the track and too much power for the bottom end to support.

Bowers: Lunati’s new Voodoo Lightweight Crankshafts, which can be custom-packaged into a balanced assembly, could be a viable option for some heads-up, naturally aspirated classes and bracket racers. Obviously, budget and horsepower requirements will affect that decision.

Are all the parts matched at the same horsepower?

Peters: It is not a good idea to upgrade the bottom end one component at a time. Likewise, they say mismatching

Lunati’s Signature Series crankshaft features gun-drilled mains, lightened and micro-polished rod journals, and windage-reducing, contoured wing counterweights.

components in terms of their horsepower rating, can not only affect performance, but hurt the pocket book down the road. As an example of that concept, we have seen folks use a cast crankshaft upgrade with a set of steel H-beam rods. That would only give you the lesser horsepower rating that matches the crankshaft, not the rods.

Bowers: One thing I could see being an issue is if a guy purchases a good crank then goes cheap on rods and pistons. Well, then he breaks a set of $100 rods and takes out a $1,000 crankshaft.

I would suggest it’s better to save up and purchase matching parts.

Source: Lunati, LLC, lunatipower.com PPNDigital.com 59

COMING

HOME

Mike Eddy and the unlikeliest of Trans Am race cars Words Jeff Smith Photos Mike Eddy Collection and Jeff Smith

E

very car has a story. A few special cars carefully and so mysteriously intertwine close friends, family, and companies through decades that time seems to have stopped and then started again. Mike Eddy tells the story that his mom has a photo of him as a young kid in the mid ’60s sitting behind the wheel of this road race Falcon his dad helped build. The car belonged to a neighbor, Pete Cordts. Mike wanted to borrow the photo to make a copy. Mom said, “No”.

“You can have it after I’m gone,” she continued.

Clearly, that photo is special.

The story started, literally, in a neighbor’s driveway.

Cordts had purchased a brand new 1963½ Falcon Sprint from his employer, Downey Ford. Within eight months, Cordts transformed this little commuter into a race car — destined to burn up tires and brake pads negotiating road race circuits instead of the quarter-mile. Mike and his family lived down the street from Cordts, and Mike’s father, Doug, worked for Carroll Shelby, so the connection between the Eddys and the Cordts was destined to be fortuitous for all. It became a life-long connection for the younger Eddy.

The Falcon seemed In similar livery after its upgrade an improbable choice to ’64 Falcon specs, Cordts chases for a road racer. It was down Shelby driver Don Pike’s Ford’s shot at econo’64 Falcon approaching Riverside my transportation — International Raceway’s distinctive white tires in Turn 7. a 6-cylinder toaster on 60 60 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 33

This is Pete Cordts at the Falcon’s first race at Willow Springs Raceway in Rosamond, California. Note the sliding Plexiglas side window.

Some life events, like watching your dad work on a neighbor’s race car, emblazon a tattoo on your soul that simply never fades. A half-century after those driveway sessions, the prodigal Falcon now races under Mike Eddy’s stewardship.

PPNDigital.com 61 PPNDigital.com 61

Mike and the Falcon lead a vintage TA Camaro into Turn 5 during the 2015 Monterrey Historic races at Mazda Raceway Laguna Seca. Note the small black specs at the top of the windshield. These are rubber bumpers that cushion the fiberglass hood because the chrome boat engine cover hinges allow the hood to rotate more than 90 degrees.

Many vintage Trans Am efforts work out of expansive shops with employees and water-cooled check books. Mike Eddy’s effort is a bit more austere and far more alluring in its own right.

Mike says this is one of his favorite photos — showing the car in the pits at Riverside with Cordts on the far right working on an item of interest. Note the large oil cooler. Mike says, ‘It didn’t last long.’

This is at speed coming down the hill at Mazda Raceway Laguna Seca after the corkscrew.

This almost looks like a different car, but this is how Cordts ran the car for the first three seasons as an A Sedan SCCA racer in ’63½ livery with steel wheels. This is also Riverside, which was Cordts’ closest and favorite track.

wheels. But, Total Performance even projected influence into this little unibody, as the option list emboldened the Sprint body style with a 260c.i. V-8 and a Top Loader four-speed. That combination turned out to fit perfectly into the SCCA’s United States Road Racing Championship (USRRC) over 2.0L GT class.

What pushed Cordts into this car might have telegraphed from across the Atlantic when news carried of Ford’s successful debut, using ’63 Falcons, into European rally racing in Monte Carlo. The Falcons never won, but finished second in both 1963 and 1964, which led Ford to push development.

So, Doug Eddy helped Cordts transform Ford’s littlest predator into a racer. USRRC and SCCA rules allowed removal of the carpeting and a single bucket seat, but the door panels, dash, and headliner had to remain. In his quest to reduce weight, Mike says Cordts removed the headliner, but it failed in tech inspection when scruti-

neers noticed its absence. Rather than admit defeat, Cordts found a local upholstery shop, bought a section of material and glued it to the bare inside roof. That was enough to get him through tech, finishing his first race in a respectable sixth place in 1964.

For the 1965 season, Shelby American driver Don Pike began enjoying great success with a 1964 Falcon fitted with numerous modifications allowed through the FIA homologation. Cordts won SCCA’s Southern California A Sedan championship, but it was clear the changes allowed to the 1964 model Falcons gave Pike an overwhelming advantage. Pike’s Falcon was used that year as a development tool for Carroll Shelby to dial in the improvements he would apply to the Shelby Mustangs he was preparing to release for sale.

The modifications in the FIA Monte Carlo package included a fiberglass hood, front fenders, and deck lid, along with other upgrades from Holman-Moody, including Thunderbird

front disc brakes on Lincoln spindles, and a 9-inch limited slip rear axle with its larger drum brakes. Mike says the biggest advantage was a ’64 Falcon could run 400 pounds lighter, which not only improved acceleration, but also extended the life of the tires and brakes.

Mike says Pike was so good with the Falcon that he preferred to race it instead of the slightly heavier Mustangs. “But Shelby made it clear — ‘We’re selling Mustangs, not Falcons.’” Pike’s success with the Falcon made an impression on Cordts, but it also presented a problem.

The homologation only applied to the 1964 and later Falcons. Purchasing a brand new car just to go racing exceeded his privateer’s resources, so Cordts did the next best thing. With help from friends including Doug Eddy, the team converted the roundbody ’63 to emulate a ’64. The greenhouse and the door frames remained, but the subterfuge demanded new front fenders, door skins, quarter pan-

62 Power & Performance News / Vol. 8, No. 3

The engine compartment is hardly exotic. A single Holley 750 carburetor is what they ran in the day atop an over-bored 289 to 302c.i.

Of more interest is the Monte Carlo bar that prevents upper suspension deflection and the export-only-spec diagonal support brace that Mike says is significantly different than the domestic Falcon braces. He said this one came from South America.

The inboard bolt on that innocuous little diagonal brace obliterated the first number on the VIN stamping to complete the Falcon’s transformation from first- to second-generation Falcon Sprint.

What does it take to mount ’64 quarter panels on a ’63 Falcon? The willingness to make it work, a couple of sheet metal “extensions,” and a welder.

Mike has restored the car back to the way it raced in 1966, with only minor changes. Cordts originally placed the rear view mirror on the dash inside that bullet-shaped case, but Mike converted it to his tachometer mount. ‘Cordts was a small guy, and I couldn’t see out of the mirror with it there.’

meaningless body brace on the left inner fender that conveniently attached with a bolt — directly through the first digit of the VIN. Mike says the subterfuge worked and the SCCA never tumbled to the deceit. From then on, the round Falcon was reborn a svelte ’64 and in 1966, became instantly competitive.

This culminated with the Falcon’s singular appearance in SCCA Trans-Am against the professionals. With 34 cars entered in two classes in the four-hour race at Riverside, the Falcon finished

an amazing 6th in class.

Early in the race, Cordts had been running second until the alternator pulley disintegrated, necessitating a lengthy pit stop. This was a two-driver race with Cordts sharing cockpit time with Jim Dittemore, who coincidentally was also an Eddy family friend. Jerry Titus eventually took the win, and the pair’s excellent finish contributed points toward Ford winning the Manufacturer’s Trans Am championship that year.

This became the Falcon’s zenith

els, and a deck lid.

The dramatic sheet metal transformation survives to this day. The evidence is blatant. Mike revealed the tell-tale welds attaching the new quarter panel to the ’63’s doorjamb, with multiple other clues residing in the trunk and under the hood.

While modern Trans Am fans rarely take note, Mike recently attended the big Ford show at Knott’s Berry Farm in nearby Anaheim, California. He says it’s great fun watching the consternation among true Falcon fans who immediately notice the early 1960-’63 dash sitting in what appears to be a ’64 car. Many leave the car more than a bit confused.

Cordts’ clever conversion also required a bit of VIN sleight-of-hand work. Mike says SCCA officials always referenced the VIN, which on early Falcons is located at the left front corner of the inner fender panel. On Ford’s VIN, the year of the car is the first digit, which made the initial digit on the Falcon’s VIN a “3.” That would conflict with the visual statement Cordts had to portray, so he installed a PPNDigital.com 63

This is perhaps the earliest photo of the Falcon, just after its completion, sitting in Pete Cordts’ driveway.

Mike’s full-time job is to keep all of the late Vic Edelbrock, Jr.’s vintage race cars running, so the Falcon accompanies the other Edelbrock cars, including the original George Follmer-driven Mustang and Smokey Yunick’s historic Camaro.

This is a shot of Mike’s dad, Doug, changing brake pads on the Falcon. This is after the conversion to the ’64 body style and disc brakes.

year when Cordts went on to win the SCCA Southern Pacific A/Sedan championship. At the conclusion of the season, he sold the car to Jack Griffin of Texas with Ray Dees as parttime driver. Griffin went on to win the A Sedan Southwest SCCA Championship in 1968, and then the mighty Falcon endured a string of owners as it traversed from Texas and into Indiana, where it was converted to a street car

and attended the 1981 Car Craft Street Machine Nationals in Indianapolis.

In the early ’90s, subsequent owners raced it in several different variations on the road racing theme: road rallies; multiple road races in England, including stints at Silverstone and Brands Hatch; a marathon in Europe; and finally a Vintage Trans Am race at Sears Point in 1994, driven by automotive journalist Len Frank.

Southern California attorney Mark Dees had purchased the Falcon around this time, and it went up for sale after Dees’ untimely death in a highway accident with a drunk driver.

It was through help from Mike’s longtime friend, Bob Joehnck, with Dees’ daughter, Abby, that Mike was able to purchase the Falcon and literally complete the circle to both his neighbor-

Major races where the Falcon competed YEAR RACE

COURSE CLASS

FINISH

April 1964

USRRC

Riverside

GT over 2.0L

6th

May 1965

USRRC

Riverside

GT over 2.0L

4th

Nov 1965

Stardust GP

Las Vegas

A Sedan

2nd

May 1966

USRRC

Riverside

GT over 2.0L

6th

May 1966

Mission Bell

Riverside

A Sedan

2nd

May 1966

Wiebel Trophy

Laguna Seca

A Sedan

2nd

Sept 1966

Trans Am

Riverside

A Sedan 6th

Oct 1966

LA Times GP

Riverside

A Sedan

2nd

Nov 1966

ARRC

Riverside

A Sedan

DNF

Nov 1968

ARRC

Riverside

A Sedan

10th

64 Power & Performance News / Vol. 8, No. 3

hood and family.

Vintage road race cars, and especially ones with a lineage that can be traced back to the early years of Trans Am, are not for the financially faint hearted. But certain watershed events in life are meant to happen. Mike made the considerable investment in his past and soon found the Falcon sitting in the prime spot in his small garage, surrounded by other heirloom Falcons.

Pete Cordts was among the first to see the car again in Mike’s garage.

The Falcon came “home” in 1997, but it wasn’t until 2014 that the littlest warrior was again ready for the track.

Unfortunately, Mike says, Cordts had passed away and didn’t get a chance to see the car back on the track. But even amid cars of much greater notoriety, the Falcon attracts its share of admirers.

For years, Mike has been the keeper and maintainer of the late Vic Edelbrock, Jr.’s stable of vintage road race cars, and it was amidst Edelbrock’s impressive collection in the pits at Monterrey that we first saw Mike’s fabled Falcon. Mike is the first to admit that even with its light weight, his conservative 300c.i. small-block and single four-barrel has trouble pulling high speeds at the fast tracks.

“It’s like taking a knife to a gunfight against those bigger engines,” he says. “Vic’s car (the Follmer Mustang) has 100 more horsepower.”

But with this car, just making laps is a victory of significance. Mike’s win in bringing this little racer home is far more personal — and perhaps just that much more meaningful.

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Tech TALK

FAQs with the top minds in valvetrain development Words Cam Benty

V

alvetrain prep, on the surface, would appear to be a fairly straightforward topic. You pick the right parts as described by the guy on the tech line, check the specs on the parts when they arrive, degree the camshaft, and away you go. But, the reality of picking parts and setting them up correctly to get the best performance and durability is not always as easy as it may seem.

We sat down with two of the top valvetrain engineers in the business, Billy Godbold from COMP Cams and Jerry Clay from Crane Cams, and asked some questions commonly misunderstood by engine builders and

66 66 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 33

Setting the lifter preload can be a time-consuming task, but the final performance delivered by the engine is linked to getting it right. A dial indicator is the best way to make certain you have achieved the desired result.

As you might have guessed, degreeing the camshaft is critical to achieving peak engine power and torque. But if you use lobe centerline when determining camshaft position, you could be doing it wrong!

enthusiasts. Most interesting to us as we assembled this story was we found the “easy” questions were not so easy and packed to the valve covers with surprisingly new information. Read through the following, and we bet you’ll learn something along the way.

We certainly did.

and can choose between the standard performance light setting (one-quarter turn down), the typical OEM setting of mid-travel, or go to a longer pushrod and run it close to the bottom to minimize oil volume (and, thereby, oil bubbles) by setting the preload three-quarters of the way to the bottom.

How do I set hydraulic pre-load?

Godbold: The best method is to have a dial indicator on the back of the rocker above the pushrod as you tighten down a non-adjustable rocker or set the preload on a stud-mounted rocker. In this way, you can determine the real preload amount without having to think about turns per inch or how much the ratio changes the pushrod movement when you turn a bolt in the trunnion.

For the record, a quarter turn is about 0.010 to 0.013 inch, and a half turn is about 0.020 to 0.025 inch of trunnion movement, but the pushrod preload would be about 50 percent more at that end, due to the fixed valve tip position and rocker ratio. I like about 0.020 inch preload in most applications, but you can measure it much more closely with the dial indicator.

However, counting the turns from the point where the pushrod begins to load to the lifter piston bottoms out is also very good. Using this technique, you know the total adjustment range

What is the most common mistake you find with engine builders these days?

Clay: The challenge of getting the camshaft degreed properly is well documented, and the downside of not setting up the camshaft correctly should be motivation enough to spend the time required to get it right. But complicating the camshaft degreeing process these days is understanding that camshaft lobes are not symmetric. Translation: The opening and closing ramps are not the same. As such, determining the centerline of the lobe is far more difficult.

If you are degreeing your camshaft by noting the centerline of the camshaft, you could be a half to a full degree off.

For that reason, you should always degree your camshaft at 0.050-inch lift.

All camshafts come with this spec, so there is no reason to ever use centerline measurements again.

Full-travel or short-travel lifters — how do I know what is best for me?

Godbold: Assuming you read the pre-

load description in the first question above, you will note there are good reasons to choose light, mid, or deep preload settings. Knowing there are benefits to being 0.025 inch from the top, in the middle, or 0.025 inch from the bottom, you can quickly deduce why a short-travel lifter can put you in all of those positions at the same time.

The negative is you either are required to run a very specific pushrod length or an adjustable rocker system.

Short-travel lifters will always outperform the full-travel lifters, but in many applications, the slight improvement in performance may not outweigh the time and cost to get the preload so close. On the full-travel lifters, you have over 0.100-inch range of preloads, and anything from 0.020 to 0.080 inch preload will perform more than adequately for most applications.

When building an engine, what are the critical dynamics to consider when selecting valvetrain components?

Godbold: Component mass, stiffness, and natural frequency are the three main focus elements in valvetrain component design. While looking at these parameters at the component level, we must also consider how the entire System Effective Mass and System Stiffness will respond to changes at the component level. Also, the drivPPNDigital.com 67

COMP Cams’ New Nostalgia Plus camshafts are made for the customer looking to precisely replicate that classic muscle car sound, but increase the power output through the use of modern camshaft profile technology.

ing frequencies (from the cam profile) need to be considered. Going to a very good, but heavy rocker on a light system can be a bad choice, even with an excellent component. Looking at the systems approach is paramount for good dynamics.

How does compression ratio affect camshaft selection?

Clay: The key factor to consider here is cylinder pressure. If you have a lower compression motor, say 9.5:1, and you use a camshaft that is fairly large (increased overlap between lobes, which allows both the intake and exhaust valves to be open at the same time), then you will bleed off cylinder pressure, which equates to reduced horsepower and torque output.

On the other hand, if you’re running a high compression race motor and your camshaft has a minimal amount of overlap, the cylinder pressures can go sky high. This is far less of a problem for race engines than it is for street-bound power plants, but it should be considered and factored in at the time you choose your cam. In addition, the type of cylinder heads you’re using and the quality of available fuel should be taken into consideration. If you have to stick with pump gas, the rule of thumb is 68 Power & Performance News / Vol. 8, No. 3

to limit compression to 10:1 with cast iron heads and 11:1 compression with aluminum heads.

We’ve seen issues with bronze distributor gears in the past wearing down quickly, causing some serious ignition timing issues.

What is a Melonized gear, and is it right for my small-block Chevy application?

Godbold: As most engine builders have experienced, compatibility between the distributor gear materials and the distributor drive gear on the camshaft can be an issue that can wipe out an engine if the wrong parts are selected. Melonizing was originally developed by General Motors and Ford to harden the surface of the metal through a form of nitriding and, most importantly, works great as a universal distributor gear for any camshaft application. With Melonizing, microscopic nitrogen and carbon “needles” are driven into the surface of the metal, increasing its surface hardness. The result is a lower co-efficient of friction, enhanced lubricity, and corrosion resistance.

With distributor gears, Melonizing hardens the metal, making it much less prone to wear as opposed to a bronze gear, which is not compatible with all camshaft gears. Melonized gears are available for the big three engine

platforms — GM, Ford, and Chrysler — and provide amazing durability.

As an added bonus, by virtue of the fact there is less distributor gear wear, more accurate ignition timing with far less spark scatter is also achieved.

What is your most popular camshaft for muscle car engine builders?

Clay: Actually, Crane has been the manufacturer of record for original blueprinted factory camshafts for a number of years. So, if you want that Duntov 30-30 camshaft, we have the original spec camshaft ready to go.

We found that there were a number of customers who wanted to put their vehicles back to the original restored condition, right down to the engine internals. Nothing cries perfect restoration better than that factory thump from an original muscle car engine.

We currently offer a long line of original engine cams for Z/28, L88, LS6, and other popular Chevy muscle cars, along with Ford big- and smallblock engines, Boss 302, Boss 429, and many Mopars, from Hemis down to 340c.i. small blocks. No one has a better or more exacting replica camshafts of the factory OEM offerings.

Goldbold: COMP Cams offers a number of exact reproduction grinds made from the original OEM prints

Melonized distributor gears deliver long life and accurate ignition time, while avoiding the issues commonly found with excessive brass gear wear.

and specs. One thing that caught our attention was how well those sold even though everyone knew they might be 50-plus hp down compared to a more modern camshaft design.

We started to ask our customers

exactly why they wanted the reproduction cams, and their answers fell into two major categories: exact reproductions of the factory grinds or exact replication of that classic muscle car sound. For those customers looking

for exact reproductions of the factory part, we already offer the perfect replacement. However, for probably the majority of customers requesting a Nostalgia camshaft, they remembered a certain sound from their childhood or early years and wanted improved performance, but not at the cost of losing any of that ‘60s and ‘70s ‘personality.’

For those customers looking for that classic camshaft sound, we designed a new series of hydraulic and solid flat tappet profiles called the New Nostalgia Plus family.

These profiles are slightly slower off the seat than the Xtreme Energy profiles, but have excellent area under the curve for outstanding power. The funny side effect was we started to think, ‘what if we took this a step further?’ The New Nostalgia Plus family probably helped get COMP even more excited about the sound and character of the camshaft, and possibly initiated our testing of what would become the Thumpr series of camshafts, which is far more popular than either the Nostalgia or New Nostalgia Plus camshaft line.

Sources: COMP Cams, compcams.com; Crane Cams, cranecams.com

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James Smith’s Charger-bodied Ford does a great job of providing the right looks for stunt shows and other appearances.

70 70 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 33

James Smith’s “Charger” strikes a careful balance Words Cam Benty Photos Cam Benty and James Smith

T

hings are not always what they seem, as any builder of custom cars will tell you.

For James Smith and brother Bob, recreating General Lee Chargers in exacting detail has been a labor of love. How exact? Well, when the brothers found the original fixture used by the Warner Brothers Studios special effects team to build the GL front push bars out in Valencia, California, some 15 years ago, it became an archaeological dig. The aged wooden fixture was carefully cleaned and restored, allowing them to build GL push bars that are perfect in every way.

The Smith brothers love Mopars. Through the years, they have restored many cars to original; their paint and mechanical work is top notch. Over time, James has also become quite the stuntman, appearing in a long list of films and TV shows. This ’69 Charger strikes a cool matte black silhouette — an actor of a different kind, for under the skin, this car isn’t even a Pentastar product. But, it does allow James to earn a handsome paycheck. Why? Because it drives on two wheels.

Cutting a sinister sh ape as it traverses the dry lakebed on two wheels, Jame s Smith’s ‘Charger’ is an impressive piece of engineering.

PPNDigital.com 71

The car is amazingly straight, even close up — testament to the Smith Brothers’ attention to detail. Having built dozens of Chargers during the last two decades, they know something about these classics. The total conversion from Crown Vic to Charger took only nine days!

The tires used for the music video will not be the tires used for the General Lee costume it will wear for the Dukesfest event. Tires are quickly worn out when driving on two wheels; James changed them often during the filming.

This silver side-window brace serves as not only a structural component, but is the grab handle for Smith once he is up in the air. Smith is a driver’s-side-up ski car pilot. Others prefer driver’s side down, but Smith thinks he has a better view from this position.

The Charger quick fill gas cap is functional; the Crown Vic gas tank is plumbed to make the connection.

Ski car stunt In the beginning, there was stuntman Buzz Bundy. If you watch a classic TV show or catch a James Bond film (Diamonds Are Forever would be a good one), you’ll spot his handiwork. Bundy was the king of “skiing a car,” as it is called in the movie biz.

Bundy, and now James, have mastered the craft of driving on two wheels, carefully balancing on the sidewall of the tire. With few exceptions, James rarely damages a car, as Director Michael Bey learned when he yelled action to James on the set of the original Transformers. Balancing a second-gen Camaro on its side and steering skillfully through the 3rd St tunnel in Los Angeles is just another day at the office for the Arkansas native who now resides in Lytle, Washington.

Through the years, Smith has had a number of ski cars, his personal Foxbody Mustang doing several hundred miles of two-wheel driving. The car had a hard life and shredded lots of 72 Power & Performance News / Vol. 8, No. 3

tires (tire sidewalls wear out quickly when called upon for this kind of stunt work). It proved a worthy stunt vessel. But knowing Smith’s penchant for Mopars, having a Charger ski car just seemed a logical next step.

The Charger you see here is really a 1999 Ford Crown Victoria police car. This project came together using the skills honed through the careful installation of new Auto Metal Direct replacement panels on real Chargers.

To create the proper platform, James

cut deeply into the Ford, removing all unnecessary components and retaining only the parts that would serve as mounts for the new body work.

It is interesting to note the original 1969 Charger wheelbase was 117 inches. The Crown Vic: 114.4 inches.

To get the wheels centered in the fender openings, James worked his magic installing the doors and rear quarters first and then “cheating” the front fenders to make the car look just right.

Some original Charger pieces were

The grille is perhaps the best illusion of the build, created from original grille ends with fabricated center sections cut from plastic room fan material.

The hood and trunk lid are bolted in place to keep them from popping loose when the car is on two wheels. The original hood includes a modified hood receiver latch, which was welded in place.

This hood was no longer deemed acceptable for a Charger restoration, but with some bodywork magic, it works for stunt vehicles.

used for the build. The windshield and rear window are Chrysler, as are the corner front grille pieces, but the bumpers and lower valance are AMD. One optical illusion: The front grille is not from a Charger, but the plastic grilles found in room fans. The surrounding Charger grille framework was cut and shaped from aluminum stock. The windshield brightwork is a combination of original stainless and aluminum stock.

The interior is all Ford, including the seats, instrument panel, steering wheel, and even the A/C, which is a luxury James has NOT had in any previous ski cars. The photos of the Charger on the dry lakebed in the California desert were taken for a Japanese rock band music video, and that A/C was mighty pleasant on those 115-degree days. Power steering, brakes, and other features are an added bonus.

The full rollcage is not only a safety item, but provides the structure needed to keep things tracking straight.

As opposed to the General Lees of TV fame, the doors on this car are really welded up. The only way to enter is through the window, Bo and Luke Duke-style.

To make a proper ski car, some other subtle mechanical changes were required. To keep the rear end from transferring power to the non-earth bound wheel, James James locked up the differential. Without this modification, the car would not retain power while on two wheels, eventually gliding to a stop, followed by an abrupt return to earth. With the differential modification, the car can be driven at speed for a long time — or at least until the tire sidewalls begin to scream their disgust.

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This image gives perspective on how far this Crown Vic was modified before installation of the Charger panels.

this veteran ski car driver in trouble.

To get the car on two wheels, a ramp is used to flip up the car. The ramp is a story all itself, handed down to James from mentor Bundy. It’s the same ramp used in that James Bond movie back in 1970 (released in 1971).

To bring the car back to earth, James has mastered the art of turning and accelerating at just the right instant. It is impressive just how gently it comes back down on all four wheels.

Future episodes We caught up with James right after the desert music video debut for the Charger, the car still dusty from the dry lake. From there, the car was packed up and taken to the Smith compound in Washington. Plans now call for a Hazzard orange paint scheme, the car’s costume for the Dukesfest in North Carolina this summer. After the show, James will pass the keys to the new owner, who will take the car to shows throughout the south.

If you spot James, say “Hi.” He’d love to talk about the car — and maybe take you for a ride. It’ll be one you won’t soon forget!

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PPNDigital.com 73

Tech TALK

Clutch and Release Blueprinting the clutch and linkage system on early GM muscle cars Words / Photos Jeff Smith

A

nyone who has ever driven a manual transmission knows that secret feel-good moment when you hit that 6,500 rpm, 2-3 shift. It’s like a perfectly timed cymbal crash in rock ‘n roll. The cringe-when-you-doit side of this exercise is the frustration when that shifter just won’t budge at 6,500 rpm, and the engine bangs off the rev limiter.

Everybody within earshot knows you missed that shift. As with all things in life, there are far more ways to screw up a good clutch assembly

than there are to getting it right. This means attention to detail can and will improve any system. It just takes some extra effort.

This story will deal with early Chevrolet muscle cars with their somewhat cumbersome mechanical clutch linkage system. We’ll save hydraulic clutch linkage systems for another time. Yes, it’s pretty easy to screw those up too!

Rather than detail a series of problems, we’ll approach this through a series of checks and balances that will

give the clutch system in your car every chance to succeed, while minimizing the potential land mines. There is always a solution for every problem — so we’re going to offer a whole pile of solutions. It’s up to you to put ’em in to action.

Let’s start with something we used to take for granted. We used to assume that if we used a factory bellhousing with a factory block, the bellhousing’s center pilot hole would be very close to the crankshaft centerline. We’ve learned you really can’t blindly accept

Checking the bellhousing and related components for concentricity and alignment is the only way to know for sure the clutch will release properly – especially if there are plans for high rpm. If you don’t measure, you won’t know.

74 Power & Performance News / Vol. 8, No. 3

The very first thing we discovered in a clutch diagnosis on our ’65 El Camino was that ’70s Chevy truck 11-inch bellhousings (right) employ a larger input pilot hole compared to passenger car bellhousings (left). The truck pilot hole is 0.440 inch larger and allows the trans to sag a minimum of 0.030 to 0.040 inch. This caused the input shaft to bind in the pilot bushing, creating what is called an energized input shaft.

that anymore. There are just too many variables that affect this assumption.

As an example of how easy it is to make a mistake, we learned that part of a clutch release problem with our ’65 El Camino came from the use of the wrong bellhousing. We were using an 11-inch truck style bellhousing that has a distinctive notched shaped to the bottom side. We learned through a friend the pilot hole in this bellhousing is 0.440-inch larger in diameter than typical passenger car bellhousings.

This positioned our input shaft way low in relation to the crank centerline and caused what is called an energized input shaft. We’ll get to that later. But ultimately, our bellhousing was horribly misaligned by almost 0.040 inch!

The maximum spec for input shaft runout is a very tight 0.005 inch. This demands explanation because this is referenced against the radius. If we talk total indicator runout (TIR), then 0.005 inch becomes 0.010 inch.

Here’s why this is important. If the transmission’s input shaft is not lined up with the centerline of the crankshaft, bad things begin to happen. A minor discrepancy of 0.10-inch TIR is not cause for concern. But when the number reaches 0.020 inch, this is double the spec, and that’s when the problems begin. As runout increases, this forces the input shaft into a bind where it intersects the crankshaft, because the centerlines of the engine and trans are no longer in line. This places undue pressure and load on the input bushing/bearing.

Where this will most obviously

Here’s a simple test for an energized input shaft. With the engine off, have a buddy push the clutch pedal all the way in, with the trans in high gear (1:1), while you spin the driveshaft. If the driveshaft turns hard (or not at all) or you hear the clutch rubbing against the flywheel or pressure plate, the input shaft is misaligned.

show up is with high rpm shifts. Imagine a car guy who has just installed a new clutch, pressure plate, flywheel, and an expensive overdrive transmission only to discover the shifter balks during high rpm gear changes. The transmission or the clutch will most often be assigned blame. But more often, it’s possible the real culprit is poor bellhousing alignment.

The most often seen issue occurs when attempting to shift into fourth (in a four-speed), or 1:1 in any transmission, since this links the input directly to the output shaft. A misaligned bellhousing makes that high rpm shift difficult, if not impossible.

Eliminating the misalignment by dialing in the bellhousing will usually make the gear change very easy. If that sounds simple, it’s only because it is.

Checking bellhousing runout isn’t difficult, even with the engine in the car, but it will require a dial indicator and a magnetic mount. The hardest part is just setting up the dial indicator.

We like to set ours up to read zero at the 12 o’clock position and then slowly rotate the crankshaft. Look for the spot of maximum indicator movement, and mark that position. We used a Sharpie to record both the TIR and the direction of that movement either in or out from the centerline.

We tested several bellhousings on two different Chevy engines, the first a ’70s 350 small block and then on a 2000-era iron-block LS engine. The first bellhousing we checked was an older 10-inch factory piece. It first checked only 0.005 inch of TIR on the 350 engine, putting it well inside the spec.

Bellhousing concentricity will be affected if the bellhousing is not perpendicular to the block. One way to ensure there are no protrusions that can affect this dimension is to individually dress each of the mounting surfaces. We used an inexpensive Harbor Freight whetstone. Before we used the stone, we removed all paint, dirt, and oil.

We should have cleaned the paint off this bellhousing flange first, but with a dial indicator on the block, we measured 0.008 inch taller on the passenger side. Don’t assume it is flat. The easiest way to make this right would be with several 0.008-inch shims on the opposite side between the block and the bellhousing. The spec for parallelism is 0.002 inch.

PPNDigital.com 75

The heat marks on this pressure plate indicate the clutch was not properly releasing. In our case, the disc wasn’t releasing because the input shaft was bound up in the pilot hole, not allowing the disc to create enough air gap and causing the disc to spin against the pressure plate and flywheel. The flywheel looked just as bad.

This is the new Centerforce Dual Friction flywheel, clutch, and pressure plate that came with new ARP flywheel and pressure plate bolts. Always thoroughly clean the friction surfaces after installing them, to remove the anti-rust coating, or the inhibitor will become embedded in the clutch material and cause it to chatter and glaze. Once that happens, the clutch cannot be repaired.

Checking bellhousing concentricity means making sure the dial indicator is perpendicular to the pilot hole. If the indicator is at an angle, this will induce an error. We saw 0.005-inch TIR change after repositioning the dial indicator.

Next, we bolted that same bellhousing to our LS block and were shocked to discover a TIR number of over 0.025 inch! Checking this bellhousing on yet a third engine generated numbers in between. Since the bellhousing couldn’t change, we had to assume the block dowel pin positions on these three engines were different.

This drew us into the obvious conclusion that we were dealing with two separate variables: the dowel pin positions in the block, and the location of the dowel pin holes in the bellhousing. With each having the potential to be off center relative to the crankshaft centerline, we could easily fall into either a tolerance stack-up where the numbers became worse, or an offsetting situation where the whole package looked righteous, when in reality each offset the other, despite the fact

neither were within spec.

We spoke with Ross McCombs of QuickTime bellhousings, and he offered to send us a bellhousing checking fixture he used to use. The company now relies on CNC-machining using a coordinate measurement machine (or CMM) to verify bellhousing accuracy, which relegated that fixture to the shelf. We used this fixture to verify several different bellhousings to at least cut the number of variables in half.

Checking that first bellhousing with the fixture, we learned it exhibited 0.009 inch of TIR. This compared to the 0.005 inch number we measured on our 355c.i. small block, which means the bellhousing and the engine were offsetting the errors. This places the engine’s crank centerline high in relation to the dowels, meaning the

dowels are too low.

What this revealed to us is that if you care enough to insist the clutch and transmission work efficiently, you can’t just slap the parts together and let it go at that. You must check everything.

We went even further when McCombs suggested we really should start by measuring the parallelism of the block-bellhousing mounting face.

This is important because if the large pilot hole is not parallel to the crankshaft face, this will cause the pilot hole to essentially become a misshapen cone that will simply never be round.

For a test, we stuck the dial indicator on the crankshaft on our El Camino and discovered the transmission mounting flange on the bellhousing was about 0.008 inch high on the passenger side — roughly the 2 o’clock position. McCombs suggested using a

This photo reveals the pressure plate fingers are not even close to being at a consistent height when bolted down to the flywheel.

This will cause horrible clutch chatter. We tried moving the clutch disc around, but this is clearly a defective pressure plate. This is why you should always perform this inspection.

Newer transmissions, like this D&D Performance-modified Tremec TKO-600, or a Magnum six-speed, all use tapered roller bearings to support the input shaft. They don’t respond well to a misaligned bellhousing, which causes poor shift quality and missed shifts at higher engine speeds. Older transmissions like a Muncie or Top Loader use a ball bearing on the input that is more tolerant of an out-ofspec bellhousing.

This is how to measure the pressure plate release lever height. The dimension is from the tallest point on the levers to the flywheel friction surface. According to Modern Driveline, this height is between 1.8 and 2.3 inches.

This height directly affects the position of the release bearing and the release arm.

76 Power & Performance News / Vol. 8, No. 3

Centerforce recommends measuring the flywheel height as part of the checklist. The spec is 0.960 inch for GM engines using the mechanical clutch linkage. Measure this by inverting the flywheel on a bench and measuring from the crank flange to the bench. If the flywheel is shorter than this spec, this will require lengthening the clutch ball spec the same distance to establish the proper release arm angle.

palm-sized whetstone (we found one at Harbor Freight) to check for high spots, such as nicks or blemishes.

The first thing to do is remove all the old paint, rust, grease, and dirt from the block-bellhousing face (both ends), and the transmission face. Then use the whetstone to ensure there are no raised edges or burrs. McCombs also recommends using the whetstone

to clean the face of the transmission.

We did all this and still had a measurement of 0.005 inch.

To achieve a zero number, you may have to resort to shims between the block and the bellhousing — ideally with holes in the shims placed over the bellhousing bolts. This will keep them in place.

We discovered one older scatter shield in our collection that was warped by more than 0.15 inch! That one is so bad that we’ve decided it needs to be scrapped.

Next up in the blueprinting process, we measured our old flywheel for vertical runout and came up with 0.004 inch. The spec is 0.002 to 0.003 inch, so the flywheel needs to be dressed. If flywheel runout is worse, it’s worth the time to check the crankshaft flange. We removed our flywheel and cleaned the crank mounting surface with the whetstone.

If, after all of this prep, the bellhousing pilot hole still produces an out-of-spec concentricity number, there is an easy fix. Several companies like Lakewood, Moroso, and RobbMc Performance sell offset dowel pins that can realign an errant bellhousing. The offset dowels come in 0.007-, 0.014-, and 0.021-inch offsets.

As an example, let’s say our bellhousing measured 0.026-inch TIR low at roughly the 7:30 position. This puts the bellhousing centerline 0.013 inch from the crank centerline. The solution would be to use a pair of 0.014inch offset dowels. This theoretically

As shown in this Centerforce illustration, the proper position for the release arm is to be slightly forward of perpendicular to the pressure plate levers with the throw-out bearing touching the levers. This will place the release arm at 90 degrees to the input shaft at half release.

PPNDigital.com 77

would create an opposite offset of 0.028 inch. Taking this to the extreme, even a bellhousing that’s out by as much as 0.048 inch can be saved with a pair of 0.021-inch offset dowels that would bring it back to 0.042 inch. In a perfect world, the bellhousing would only be misaligned by 0.003 inch on the radius.

With the bellhousing optimized, we can turn our attention to the clutch linkage. Most early Chevrolet manual transmission packages employed a simple Z-bar linkage system using a rod from the clutch pedal to the Z-bar and another from the Z-bar to the clutch release fork. With all stock parts, this system should work well.

Most diaphragm style pressure plates require 0.500 inch of release arm travel to fully release the clutch. Given that most passenger car release arms use a 2:1 ratio, this means you will need a minimum of 1 inch of travel where the linkage hits the release arm.

A critical factor that will ensure the clutch releases properly is the position of the release arm. The numbers for the amount of pressure plate release distance vary because of a number of factors, such as the clutch disc thickness, and the thickness of the marcel spring integrated in between the two friction surfaces on the clutch disc.

Mild street clutches tend to have thicker discs than higher performance discs. Because of this variance, it is difficult to put a number on the amount of travel necessary for a disc to release.

Our Centerforce clutch only requires 0.270 inch of pressure plate lever travel to create a 0.025-inch air gap at full release. Other diaphragm pressure plates may require as much as 0.500 inch of lever travel to fully release the clutch.

This means the release arm (between the pivot ball and the throwout bearing) should be perpendicular to the input shaft at half release arm travel — 0.250 inch. This is important because the release arm travels in an arc that pivots around the clutch release ball in the bellhousing.

Will Baty at Centerforce told us a story about a customer who had used a no-name clutch disc with a stock replacement pressure plate and was having problems with inadequate release.

The issue: The cheap clutch disc was significantly thicker than a Centerforce.

They installed a thinner Centerforce disc, and the problem disappeared 78 Power & Performance News / Vol. 8, No. 3

There are proponents of both pilot bushings and bearings. It is possible that the pilot bearing can weld itself to the input shaft, making it nearly impossible to remove the transmission.

This makes a case for pilot bushings. Never oil a self-lubricating pilot bushing, as this will clog up the pores in the bushing and cause it to fail.

We also tested a Summit Racing aluminum reproduction 11-inch bellhousing on our small-block Chevy and then on QuickTime’s bellhousing test fixture. The numbers came in at 0.034 inch. We decided to use this bellhousing and aligned it using a pair of 0.014-inch RobbMc alignment dowels. This brought the total indicated runout (TIR) to 0.006 inch, which was acceptable.

Blueprinting Specs These are Centerforce specs that can be used on any engine. All numbers are in fractions of an inch.

DESCRIPTION

SPEC

Bellhousing Concentricity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.005 (radius) 0.010-TIR Bellhousing flatness – parallelism . . . . . . . . . . . . . . . . . . . . . 0.002 Flywheel flatness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.002 – 0.003 Flywheel Deck Height (Buick, Olds, Pont, Chevy) . . . . . . . . . 0.960 TORQUE SPECS (FT/LBS) Crankshaft bolts (ARP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 (oil) 62 (Ultra-Torque) Pressure plate bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38 PARTS LIST

We like the RobbMc alignment dowels because they fit easily into the block and once positioned, are secured with these Allen screws that expand the dowel and lock it into place. Removing it is just as easy. Plus, there’s also 9/16-inch wrench flats that allow easy movement of the dowel in the block.

Never install flywheel bolts with lock washers or those hateful star washers. Our Centerforce flywheel came with ARP bolts, and we added a small amount of thread locking compound and then placed ARP’s Ultra-Torque under the head of the bolt. Centerforce lists 80 ft/ lbs with oil and 62 ft/lbs with Ultra-Torque — that’s how much better the Ultra-Torque is at reducing friction.

because the distance to release travel came back into the proper range.

If the release bearing is not in the correct position at half travel, this will increase the travel required at the throw-out bearing. So, if the clutch linkage position is not correct, more linkage travel will be required to release the clutch. Measuring these positions is difficult, especially with the parts installed in the bellhousing.

Included with our new Centerforce clutch and flywheel assembly was a quick example of how to verify the proper release finger height. According to Centerforce, all Buick, Olds, Pontiac, and Chevrolet flywheels for mechanical linkage cars use a common specification for deck height.

This is defined as the distance from the crankshaft mounting surface to the friction surface on the flywheel, not the overall flywheel thickness. The deck height spec is 0.960 inch.

The whole system is based on the distance from the bellhousing block flange to the top of the clutch arm release ball. This distance should be 4.750 inches. If your flywheel has been machined, perhaps several times, and the deck height distance is less than 0.960, this will require lengthening the ball stud by the difference.

For example, if the flywheel thickness measures 0.870 instead of 0.960, this will move the flywheel deck surface (0.960 - 0.870 = 0.090 inch) away from the clutch release ball. This will require an adjustable ball stud that can

be lengthened by 0.090 inch to compensate for the thinner flywheel.

While in the past, it seems like everyone was able to just bolt parts together and make them work, it appears now that as cars and engines age, specification creep begins to take a toll on parts, and not everything lines up like it once did. Add in that many engines now make twice the power of their ancestors and all those variables have a way of stacking up on the average backyard car builder.

So, the bottom line is the only way

This is another tip from Centerforce. Most pilot bearings come with both an open and closed end. Always install the closed end (right) toward the transmission. This keeps dirt and clutch dust out of the bearing. Centerforce also suggests you add more grease to any new pilot bearing to ensure long life.

to know if that brand new clutch assembly is going to work properly is to make the effort to measure the variables and compensate for anything that falls out of spec. It might take a bit longer to finish the project, but the results will be far more gratifying — and it beats the alternative of taking it apart for the fifth time like we did!

Sources: Centerforce, centerforce.com; Holley Performance Products, (QuickTime), holley.com; RobbMc Performance Products, robbmcperformance.com; Summit Racing, summitracing.com; Tuff Stuff Performance, tuffstuffperformance.com

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This Pat Musi-powered El Camino is built for road racing Words / Photos Cam Benty

Paul Henry stands next to the amazing El Camino he created with his brother, Tim.

80 80 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 33

W

hen we first heard about this cool El Camino, we figured it was a street cruiser. Frankly, it’s rare when anyone builds an El Camino for anything more than boulevard cruising, or the occasional rip down the quarter mile. But a road racing El Camino — ridiculous, right? Wrong.

The “truck” was built by Tim and Paul Henry, who leveraged their racing connection with Pat Musi for one of his strongest, streetable engines. The Henrys had the right background for the install; Tim pilots the brothers’ ConQuest Concrete-sponsored street/Pro Mod Firebird in quarter-mile competition, while Paul serves as his most dedicated pit crew member.

The most recent fruits of their relationship is this stunningly detailed ’72 El Camino that sports some serious power-generating equipment, not the least of

PPNDigital.com 81 PPNDigital.com 81

With 509c.i. and 685 hp on tap, this Pat Musi-built big-block Chevy is the reason this El Camino hauls. Note the well-designed serpentine belt accessory drive and elaborate header system.

which is the Pat Musi-created 509c.i. big-block Chevy engine. With 685 hp under hood, this El Camino is more than capable of tearing up the grippy Continental performance street tires.

Behind the amazing engine is a five-speed Tremec trans commanded by a Hurst shifter. The rear end is a GM 12-bolt outfitted with an Auburn posi unit, 3.55:1 ratio gear-

ing, and Moser 31-spline axles. Big 13-inch Wilwood front discs with six-piston calipers are perfectly matched for the 12-inch discs, with four-piston calipers stationed in the

The interior is a blend of form and function. A complete roll bar setup is fitted to the back of the cab and the Corbeau seats and five-point harness keep occupants in their seats in hard cornering moves. The Hurst shifter commands the five-speed Tremec transmission.

82  Power & Performance News / Vol. 8, No. 3

The digital dashboard is a pleasant and surprising upgrade.

This tightly wrapped tonneau cover seals the back of the bed and improves the overall “aero” of the El Camino.

The big tube Flowmaster exhaust sounds great, and the rear end features 3:55:1 gearing, along with Hotchkis and Global West suspension mount upgrades.

The El Camino features a cowl induction hood and pins, both which came standard from the factory with the SS package.

rear. A Hydratech braking system with a Wilwood master cylinder greatly enhance the braking.

The suspension sports the best of all components, including full-on Hotchkis and Global West compo-

nents — perfect for the intended road racing purposes. An AGR quick ratio steering box is there to help.

For protection and frame stiffening, an in-cab roll cage was installed, along with Corbeau seats and racing belts.

The dashboard was restored and then upfitted with Dakota Digital gauges. A complete sound system makes it comfy up front. Maaco applied the gloss black paint to the completely stripped panels, along with the classic cowl hood striping.

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The chromed Z28 wheels are wrapped by the Continental sport control tires tucked up neatly into the OE wheelwell.

Chrome Z28 wheels belie the car’s impressive talents; it uses raw power to surprise many a Porsche in stoplight and cornering competitions.

So much for thinking El Caminos can only go straight!

PPNDigital.com 83

Tech TALK

Water Color

How to apply waterborne paint products Words Cam Benty Photos Cam Benty and Iwata

O

ur ’66 Chevy pickup had come back from the dead, smoothed and shaped to original configuration, and was now ready for a fresh paint. We knew we wanted to stay with the same color, but the remaining question was whether to use waterborne or solvent-based paint.

Waterborne paints have been around for a decade or so, but today are all the buzz. For those who have come to know waterborne from personal experience, they have learned what it takes to achieve success. For those who have not sprayed with water, it is an unknown that makes them uneasy about the results they will encounter. As with anything, it’s simply

a matter of having the right tools for the job and knowing what to do.

Currently, waterborne paint is limited to the pigment layer of the painting process; the primer and clear coats still retain the solvent-based chemicals and are used with equipment we all know and love. Applying waterborne paints requires a host of ancillary tools and techniques to achieve a smooth, run-free final appearance. The changeover is not simple, but clearly (and luckily) from those painters we’ve polled, waterborne paints perform well with excellent final results.

As with anytime new paints or equipment are used, we suggest practicing on some random, non-important

With waterborne paint, you only add 20 percent thinner as opposed to solvent-based paints that generally use 50 percent reducer. These reducers are specifically designed for use with waterborne systems, so make sure you have the right product before you start.

84 Power & Performance News / Vol. 8, No. 3

surface until you achieve some competency. Waterborne paint is different from solvent-based paint — different mixing techniques and spray guns, and those mysterious dryers required for proper laying out of the paint.

When working with waterborne paint, make certain you are protected from toxic fumes and materials. It is critical to frequently change out air respirator canisters in your breathing apparatus and dust off that full-body, paint protective suit.

Follow along as we show you the basics and beyond of waterborne paint application.

Source: Iwata spray guns, iwata-medea.com

Step one was to locate the right color for our project. Waterborne paints can be mixed to match just about any color you desire, old or new, as this paint chip shows.

Pouring in the base toner, you can see how easy it is to generate bubbles, which is why they should be stirred, not shaken like most solvent-based paints. These bubbles need to be removed through straining/filtering before entering the spray gun.

By using the computer mixing system, we were able to discern the exact color required to match the hue we wanted.

Here, we introduce the green pigment to the base toner that dresses our truck. The paint is mixed, weighing the different pigments to achieve the target color. The order in which the paints are mixed is not critical to final coloration.

Our professional mixer selected the right combination and helped mix up a batch of waterborne paint for our project.

While we know the final coloration will be wonderful, a number of other pigments must be added to the mixture to achieve the correct color combination.

PPNDigital.com 85

This computer system weighs the ingredients as they are introduced into the base coat, to make certain the right final color is achieved. This is a precision procedure that requires critical measurements.

It’s not a bad idea to look at the final mixed color and compare it to the final target color. Do not be alarmed if the color is not the same in the liquid state as it will be in the final dry placement. Waterborne paints often look darker in the liquid form.

The paint pigment container openings allow you to control the exact amount introduced. Note the attention to detail required to make sure each batch is exactly the same.

Straining the paint prior to filling the spray gun is key — and not just to get clumps of paint or dirt out of the paint mix. The paint should be free from bubbles, which can be removed with a straining funnel.

As noted earlier, with paint color mixing, it must be thoroughly stirred with care — not shaken — to avoid creating bubbles and ensuring proper color consistency throughout.

Prepping the panels for waterborne paint is slightly different than the process used for solvent-based paints. Sand the primered surface with 600-grit paper and then with waterborne paint-specific contamination cleaner. Standard methods involving tack rags are not advised.

86 Power & Performance News / Vol. 8, No. 3

Coverage is excellent with the LPH 80 Iwata spray gun. For our painting effort, three layers of base coat were required to set up a proper foundation of color. Dry time was only about 5 to 15 minutes between coats.

With the center of the panel painted, we covered the area with tape to make it ready for application of the surrounding color addition.

The paint must dry evenly, so we put the dryers to work. These are specifically designed for waterborne paints. For the first color application, we did not tape off the area that was to be painted white, so we avoided the common build-up problems that occur with many paint projects.

The exterior color coat goes on next. The paint should be applied smoothly and evenly, not attempting to cover in one coat. Gun movement speed is pretty fast, and the gun spray should be about three to four inches from the panel when applied.

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A standard spray booth like those used for solvent paints can be used for waterborne paints.

This dust-free environment is helpful (but not imperative) to waterborne paint projects. Note that you must have a waterborne compatible gun for this process or the internals on the gun could corrode over time.

Never sand the base coat before applying the topcoat, as it will adversely affect the porosity of the base coat and introduce scratches to the surface. If you sand the base coat, you will see the sand scratches in the final work through the topcoat clear.

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Slowly remove the tape when the paint is dry, pulling back against the direction of the tape to make sure it cuts a crisp edge where it breaks from the original painted section.

The final effect of waterborne paint is high impact. You can increase the final look in the normal solvent-based paint style by color sanding and buffing the final surface.

However, unlike many solvent-based paints, waterborne does not require these steps to achieve a great shine.

All Makes/Models Welcome Featuring All Camaros & Chevelles

Hours: Fri. 10-4, Sat.6-4, Sun.6-3 madisonclassics.com (608) 244-8416 PPNDigital.com 87

Tech TALK

Super Confused?

Q & A: Five things to know before you install a supercharger system Words Bertie S. Brown Photos Torqstorm

S

upercharged engines require different care and handling than naturally aspirated engines. For one, they live in a pressure-packed world where external environments have little to do with their ability to intake, compress, and kick out fuel and air. TorqStorm Product Manager Rick Lewis and Rob Walden of Atlanta-based tuning house LWA Engines know what it takes to achieve proper supercharger operation. Here are some of the most misunderstood things when it comes to generating the most power from your supercharger.

What camshaft spec is best?

Installing a camshaft designed specifically for a supercharged engine is best. But, often the existing camshaft works surprisingly well, and those with lobe separation angles between 112 to 116 degrees are ideal. Of course, when cruising down the road, and thus not building boost, nothing more than a normal camshaft is required. However, to realize maximum

Tuning your supercharger for maximum output is all the more critical when you multiply the number of superchargers by two!

88 Power & Performance News / Vol. 8, No. 3

power with narrow lobe separation angles, there is a sound argument for installing a more suitable cam.

“Your aim is to trap as much boost in the cylinder as possible,” Walden says. “The success or failure in achieving this is affected by the camshaft’s lobe separation angles and valve overlap. Too much overlap and you’ll blow your boost out the exhaust.”

In general, naturally aspirated engines run narrower lobe separation angles of around 106 to 108, whereas supercharged, turbo, or nitrous engines operate with 112 to 114 and higher. On larger displacement supercharger units, 116 to 118 degrees of separation are common.

Compression ratios and intercoolers “The compression ratio for pump-gas engines is crucial,” Lewis says. “TorqStorm recommends ratios of 9.1 to 9.5:1.”

Higher ratios usually require an intercooler.

“But if you are running less than 12 psi of boost and un-

Camshaft overlap can have a dramatic affect on supercharger efficiency.

A little knowledge here can go a long way.

der 10:1 compression ratio with a blow-through carburetor or venturi-style throttle body fuel injection, you do not need to run an intercooler, even on pump gas,” he continues. “Blow-through carburetors do a very good job of controlling intake charge temps.”

Correct belt tension is critical to maximizing power output. Belt slippage is the biggest killer of boost.

What increases in power can I expect?

“Our single centrifugal supercharger, which supports 700plus hp and generates boost of 6-8 psi, increases engine power by about 40 percent over stock performance,” Lewis claims. “Add a second unit which collectively generates 1215 psi and the engine’s power output potentially doubles.”

Note that the fuel pump must support 21 psi of fuel pressure, and it requires a return line to the tank.

Carburetors and regulators The fuel delivered to a carburetor on a normally aspirated engine operates at 6 or 7 psi. But the blow-through carburetor is designed to operate from 5 psi to boosted pressures up to 18 psi on a forced-induction engine. This task is achieved by the introduction of a boost-referenced fuel pressure regulator.

Through a small-bore hose, the regulator is connected to a port on the intake manifold below the carburetor throttle plates. In this way, it reads boost and increases the fuel pressure by 1 psi for each additional 1 psi of boost. Blowthrough carburetors also possess more robust floats to deter crushing under pressure. In addition, their jetting is different, and they operate with sealed throttle shafts to prevent leaking under pressure.

EFI, injectors, pumps, and tuning A large number of supercharger kits, especially when using EFI induction, are installed by specialty shops that use a chassis dynamometer and a laptop computer to obtain the correct tune.

“So most tuning would be conducted by someone with the expertise and a chassis dynamometer,” says Walden, who uses HP Tuners software.

On all late-model EFI vehicles, TorqStorm offers their superchargers as Tuner Kits only, which means they don’t include ECU or fuel management.

“Often, an EFI supercharger kit does require an upgraded fuel pump or a booster pump,” Walden says.

Booster pumps increase their fuel delivery by increasing their voltage output — higher voltage spins the pump faster. Also, they are boost-referenced, which means that as the boost increases, so too does the fuel pump pressure. Thus,

The regulator is connected, via a small-bore hose, to a port on the intake manifold below the carburetor throttle plates. In this way, it reads boost and increases the fuel pressure by one psi for each additional one psi of boost.

the pump’s volume keeps pace with the demand at a corresponding rate. Alternatively, should greater delivery be required, a larger in-tank pump could suffice.

Fuel injector sizes are determined by the engine’s power output. They are calculated in pounds per hour of fuel dispersed. For example, 25 lbs/hr is sufficient to support 350 hp, 45lbs/hr is sufficient for 500 hp, and so on.

Lastly, hot air expands and cold air condenses — the colder the air, the better the cylinder-filling, to say nothing of its deterrent to detonation. Thus, adding an intercooler when costs permit is never wasteful.

Bonus explanation: Clearances Clearance questions around the alternator and above the carburetor seem to be chief concerns.

“We provide chassis drawings,” Lewis says. “With regard to alternator relocation on the small-block Ford and big-block Mopar — both A-body and B-body — we have mocked up all those components and, though the clearances appear to be close to the engine, they are adequate.”

Nevertheless, the most prominent clearance question involves the carburetor hat. TorqStorm’s previous “two-canstyle” hat measured 3.5 inches deep. Their latest free-flowing innovation, however, measures 3.25 inches. Though usually regarded as more restrictive, low-rise carburetor hats, measuring 2.400 inches are still available.

Source: Torqstorm Superchargers, torqstorm.com; Lamar Walden Automotive, lwaengines.com PPNDigital.com 89

Tech TALK

Shifting Smoothly Things to know about fluids before you pour them in your transmission Words Cam Benty

T

he world of transmissions has greatly evolved since the days of the classic muscle cars, when you simply flowed in some random ATF and set out for parts unknown.

Today, not only are the transmissions far more complex, the fluids used to keep them “well oiled” are highly sophisticated.

We recently had a chance to speak with Lake Speed Jr. from Driven Racing Oil about transmission fluids for both automatic and manual transmission vehicles. While the adver-

90 Power & Performance News / Vol. 8, No. 3

tising hype will often tout the benefits of various products based on limited use of the facts, we hope you will find this information extremely helpful next time you think about filling your transmission.

Here are some critical questions every performance automatic and manual transmission owner should know and fully understand.

Some fluids are vastly different. For example, a modern Dexron VI fluid features a different viscosity and co-efficient of friction compared to an old-school Ford Type F. These two fluids are completely incompatible. The fluid required to run a modern 8- or 9-speed automatic utilizes different chemistry than what is needed to run an old-school 3- or 4-speed automatic.

What is the difference between old school and current automatic transmission fluids?

What should late model transmission owners know concerning internal wear with electronic transmissions?

Using the incorrect transmission fluid in your electronic transmission, be it old-school or modern, can lead to seal degradation.

The biggest issue with fluids and electronic transmissions relates to seals and wiring. Some fluids can soften and degrade seals, as well as the plastic wire covering. If the seals fail, so will the transmission in due time. If the wiring shrouds fail, all kinds of bad things can happen.

How can vehicle owners increase the longevity of these sophisticated transmissions (manual or automatic)?

There are several ways to accomplish this. First, by designing the fluid to be part of the transmission, the longevity and performance of the transmission can be enhanced. Second, by not restricting the performance of the transmission to the lowest price multi-vehicle ATF at the parts store, OEMs are unlocking the benefits of higher quality base oils. For example, a high-quality, full-synthetic Dexron VI will last longer and protect better than a conventional multi-vehicle ATF. What about “yellow” metals found in manual transmissions? Is there anything special about their care?

Old-school manual transmissions with yellow metal synchronizers must run fluids compatible with yellow metals. If you use the wrong fluid, the synchronizers will not properly function and can be badly damaged. If you are unclear as to what the right fluid is, you can call our tech line for more information; we’re happy to help.

Young vs. Old Transmission Science Beyond the fact that both the old-school Turbo 400 and modern Dual Clutch can officially be defined as transmissions, they have little in common. One transmission is an automatic, and the other is an automated manual transmission, but the differences go beyond just the mechanics.

The fluids used in these transmissions are also very different. The increased use of application-specific transmission fluids led Driven Racing Oil to develop a new line of its own to meet these specialized needs.

For the old-school transmissions, Driven now offers AT3 for automatic transmissions that require Dex/Merc III ATF and the new 80W-90 GL-4 gear oil for manual transmissions with yellow metal (brass or bronze) synchro rings. Both “old-school” fluids combine modern technology and proven additive systems to provide the best protection and performance for the old-school applications.

For modern transmissions, Driven offers an even wider selection of products to meet the increased complexity of modern vehicles. AT6 surpasses the GM DEXRON IV specifications, and Driven’s 75W-90 GL-5 gear oil is compatible with straight-cut transmission gears, limited slip differentials, and hypoid gear sets.

Not only are all of the new Driven products compatible with these applications, they are also track tested and performance proven for use in both street and track environments.

In the end, the key to increased performance and longevity is utilizing the proper fluid for the application. The new offerings from Driven provide the performance and longevity you need by nailing the needs of each specific application — old-school powerglide or modern T56.

Source: Driven Racing Oil, drivenracingoil.com PPNDigital.com 91

Subtle steps to a cool upgrade Words Cam Benty Photos Jason Lewis

W

ith great handling and performance, most late model Mustang owners are more than happy with the factory-delivered offering. But for readers of PPN, that is clearly not the case. Having witnessed more than a few dealership makeovers, car builder Jason Lewis wanted to create something that not only offered unique styling, but went further than most cosmetic packages.

This 2007 Mustang makeover began by focusing on better breathing. The C & L cold air intake fits neatly under the hood, and a Borla stainless steel cat-back system completes the inlet/outlet chores. To maximize the air/fuel ratios and gear shift timing, a Diablo Sport ECU programmer was attached, and the factory computer was massaged for better overall performance.

In the handling department, the biggest functional and cosmetic change was the move to Nitto P255/45ZR-18 tires and black Hot Wheels 18-inch wheels. The Cobra

The Tarantula Mustang — subtle changes are the key to an attractive and inexpensive makeover.

92 Power & Performance News / Vol. 8, No. 3

red factory brake calipers are fitted with ceramic pads that clamp cross-drilled and slotted rotors.

A Steeda strut tower brace helps to stiffen the front end and improve handling by keeping the suspension from flexing and changing tire angles. In the cabin, a CDC light bar not only looks good, but holds the windscreen in place for those fast freeway blasts. The grille was changed to remove the pony emblem and to bring the driving lights front and center. The fake factory gas cap on the rear deck was removed and replaced with a Classic Design Concepts black filler panel.

The final effect of the Tarantula Mustang has been gratifying both in terms of personal satisfaction and notoriety. A subtle changeout of a few key components show makeovers don’t always require a lot of time or money.

Sources: Borla USA, www.borla.com; C & L Performance, cnlperformance.com; Classic Design Concepts, classicdesignconcepts. com; Nitto, nittotire.com; Steeda, steeda.com

The fake gas cap and plain rear styling were in need of significant enhancement. The Classic Design Concepts rear filler panel does the trick.

Cool 18-inch Hot Wheels custom wheels wrapped with P255/45ZR-18 Nitto tires replace the factory rubber. The brakes are Ford Cobra units painted red for effect, along with slotted and cross-drilled rotors with ceramic brake pads.

Car owner Ed Moses, a graphic artist by trade, added the Tarantula theme to this cool Mustang, which is driven daily in southern California.

FRANK’S

A Steeda shock tower brace is used underhood to help handling, and a C & L cold air induction system helps in the ‘free-breathing’ department.

LOTS OF CHEVY PARTS We ship

Lots of Chevy, CheveLLe, Nova, Camaro, Corvette parts.

‘54 to ‘79, large variety, most anything.

Also Steering Wheel Restoring, Steering Column Restoring.

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Just like the 1969 Boss 302, Lewis painted the hood black and added center-mounted driving lights — classic ’67 Shelby style.

PPNDigital.com 93

Put it to the TEST

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Painless Performance is well known for complete wiring solutions. Their Trunk Mount Battery Cable system and Grounding Strap kit are the best way to make certain all vehicle systems operate correctly. For classic muscle cars with late model drivetrains, these two products help protect against errant static (or direct) current electricity that can kill highly sensitive ECMs.

Twin 16-foot #1 Cables Heavy Duty Terminal (1) Large 1/0 Gauge Engine Strap (3) 10 Gauge Body Straps

On our 1971 Camaro, the cables were easily fed from the trunk, through the rocker cover plates, and into the engine compartment. We had more than enough cable for the job.

The Engine Ground strap was mounted from the bellhousing to the frame, while this body strap connects the core support to the frame. Removing the paint at the connection point is critical.

Terminals are already installed on the cables, eliminating the need to do it yourself as found with most custom battery cables.

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These high quality parts are easy to install in a minimal amount of time.

Instructions can be found online — if you need them.

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Ford GT + EcoBoost = Winning Combination In creating the all-new high-performance Ford GT, the pioneers behind the supercar designed it not only to win races, but also to serve as a test bed for new technologies and ideas for future vehicles across Ford’s vehicle lineup. The newest GT’s EcoBoost technology has proved its worth in both the Ford Mustang and F-150. With a LeMans 24-Hour win in 2016 and a second-place finish this year, it looks like their plans are working out.

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96 Power & Performance News / Vol. 8, No. 3

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