Power & Performance News Winter 2017 by Xceleration Media

ALL NEW, VERY COOL TECH TIPS

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• FIRST DRIVE: 750HP 30TH ANNIVERSARY SALEEN • CANDID CONVERSATION WITH STEVE SALEEN

THE ART OF GRINDING VOL. 8, NO. 4

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POWER UP TECH:

• LS ROCKER SWAP TEST • INSTANT POWER: XDI OPTICAL IGNITION • FIRST LOOK: EDELBROCK AVS CARB • BOOTLEGGER CAM! HIDDEN SPEED SECRET?

THE FUTURE OF PERFORMANCE EXPERTS REVEAL WHAT’S NEXT PPNDigital.com 1

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1 Wide Spout Adapter with Four-Point Connection. Maximizes stability while spraying. Makes cleaning easier. 2 Quarter-Turn Lid Locking System. Comes with every lid. Stays cleaner. Locks faster. Fewer parts to keep track of.

Bench RACING FROM THE EDITOR The future of performance

bout a year ago, I was invited to a conference in Dearborn at the Headquarters for Ford Motor Company – something called Further With Ford. The focus of the event was exactly as the title portends, thinking about the future of Ford products both short and long term. At the center of that discussion was a topic that strikes fear into the hearts of automotive enthusiasts – autonomous vehicle development – cars that drive themselves. Having attended the Consumer Electronics Show this past January, it is clear that Ford is not alone in the development of autonomous cars as every major auto manufacturer is working on just that edict. But what was interesting to me is that while car companies may be trying to get most drivers out of their cars, there is a reverse current that is very clearly supported by the top brass. During the Future with Ford event, hosted by Ford Chairman of the Board, Bill Ford, and then CEO Mark Fields, one audience member posed a very direct question: “with all the focus on autonomous cars, how did the current thrust to make faster and more powerful performance cars like the Mustang GT fit into their forecast for the future?” With a broad smile from both men, who clearly enjoy driving fast, powerful cars, the mutual answer was quite simple, “we hope you will use an autonomous car for the daily commute and have a Mustang in the garage for the weekend when you can enjoy the fun driving.” What was really being stated here was what we knew all along – performance still sells. It causes definition within the brands we purchase and is still a major motivator of sales (and profit) for car companies. My personal feeling is that while these guys are really fans of V-8 engines, racing, and performance, they have been caught in the NASCAR draft of governmental mandates pushing society into electric cars that get us to work and back reducing pollution and homogenizing transportation. To put an awkward twist on Herbert Hoover’s campaign slogan, Ford’s execs want “a Mustang in every garage – regardless of how you get to work.” The concept for the “Future of Performance” article you’ll find in this magazine is rooted in my experiences at that Ford conference. I’ve been driving for a long time, I’m not ready to give up my keys and become a mobile couch potato. Nope, not by a long shot. From the comments by the folks quoted in this article, I have plenty of company, both in terms of readers of PPN I hear from, and those folks building the cars we drive. My hope is that the “Future of Performance” article provides some perspective on the hobby we love; driving cars and trucks that exhibit our personal tastes. For those who have been around a while, we know the joy to be had from the open road. New drivers hopefully continue to romanticize, bred for years on the stories told by family and friends, about the fun of car building and taking their lovingly created machines to the track to see what they can do. I welcome you to post your comments on the Power & Performance News online website (PowerPerformanceNews.com) and will post the comments of other industry leaders regularly. We hope you will go there to see their comments and respond. I am very optimistic about where performance is going. It is an exciting time for us all. While there will be those who seek to get us Ubering to and from our work, there is a wave of support for highly efficient, very fast cars produced in our factories and personal garages across America. It’s why those guys at Ford smiled at the question about performance. We all know – fast cars are plenty contagious! - 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 Richard Truesdell Roger Johnson Chadly Johnson Advertising/Subscriptions Ivan Korda For advertising inquiries, call 901.260.5910.

Power & Performance News is published quarterly 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

20 ALL NEW, VERY COOL TECH TIPS

The 30th anniversary Saleen dresses the cover of this month’s issue, caught in the act of acceleration by Cam Benty. For those who are wondering, that’s Jon Cepeda behind the wheel!

WEB | PRINT | VIDEO | SOCIAL

• FIRST DRIVE: 750HP 30TH ANNIVERSARY SALEEN • CANDID CONVERSATION WITH STEVE SALEEN

THE ART OF GRINDING VOL. 8, NO. 4

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36584 32641

PPN2017-4

$7.99

POWER UP TECH:

• LS ROCKER SWAP TEST • INSTANT POWER: XDI OPTICAL IGNITION • FIRST LOOK: EDELBROCK AVS • BOOTLEGGER CAM! HIDDEN CARB SPEED SECRET?

THE FUTURE OF PERFORM ANCE EXPERT’S REVEAL WHAT’S PPNDigital.com

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FEATURES SPECIAL SECTION SALEEN CELEBRATION 18 PERFORMANCE PROFILE Master of Performance: Steve Saleen

24 FAST AND FASTER

750 hp 30th anniversary Saleens debut!

32 TOURING NJ

Taking to the back roads of the Glorious Garden State

44 ONE BAD ‘BIRD

Jason Massey’s Pro Touring Firebird’s beautiful resurrection

60 MAKING THE GRADE

Carson Hocevar could be the next big thing in racing

62 SILVER BULLET

This Sleeper Valiant belies its ballistic abilities

72 SCAT PACK RETURNS

A dual-purpose Dart with a difference

80 THE FUTURE OF PERFORMANCE

Industry expert’s opinions on where we are going

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

TECH 28 EDELBROCK INDUCTION UPGRADE Blowing the lid off their new AVS Carb

38 20 ALL-NEW, VERY COOL TECH TIPS Jeff Smith grab bag of tech helpers

56 BOLT-ONS VS BOTTLE

Evaluating nitrous boost and component upgrades

66 THE REAL WORLD

Building an attainable big horsepower small-block Chevy

70 PROJECT BLACKBIRD TAKES FLIGHT Speedmaster Daytona Coupe thrash for SEMA

76 LS ROCKER TEST

There’s more power with a rocker upgrade

86 THE EYES HAVE IT

HP increase from FAST optical pick up distributor

88 THE ART OF GRINDING An “abrasive” discussion

92 ROCKIN’ THE LASH

Cold lash settings for hot lash specs

CONTENTS SPEED SHOP

Oversized Vintage Wheels, Year One.............................. 50 Victor Chevrolet LS-R Heads, Edelbrock.......................... 50 Signature Series LT1 Gen 5 Crankshaft, Lunati............... 50 Front Disc Brakes for Pinto/Mustang II, Wilwood.......... 51 Air Suspension Controller, Level Ride.............................. 51 Defender + Booster Fuel Additive, Driven Racing Oil..... 51 Hellcat Carbon Fiber Driveshaft, QA1............................. 51 SPR Radius Tip Rocker Arms, COMP Cams..................... 52 Sportsman XDi Sportsman Distributor, FAST.................. 52 Coyote 10-Rib Serpentine Belt System, Kenne Bell........ 52 Lightweight Flexplates, TCI Automotive.......................... 53 Residual Pressure Valves, Baer Brakes........................... 53 BBC Rotating Assemblies, Manley ................................. 54 DYAD DS Clutch Kit, Centerforce Clutches....................... 54 Pro Elite Big Port LS7 Heads, RHS................................... 54 Ultra-Pro Solid Roller Lifters, Crane Cams...................... 55 Stealth Armour Sound/Heat Protection, Heatshield....... 55

See more new products updated daily at PPNDigital.com.

DEPARTMENTS 1 BENCH RACING The future of performance

FAST TALK

Puttin’ on the tune

6 PICTORIAL

Saleen’s Track Car on the tarmac

SPEED NEWS

Automotive news for enthusiasts

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 websites and apps

50 SPEED SHOP

Hot new products – just in time for SEMA

96 PARTING SHOT

Corvette cruising in Kentucky countryside

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Fast TALK WITH JEFF SMITH Puttin’ on the Tune I was working on my little primered El Camino the other day, once again trying some new tuning techniques I had learned from my friend, Norm Brandeis. Much of what I tried wasn’t any different from what I’ve been doing for nearly five decades. The main difference was employing a different machine and some new information a friend had offered. There’s a quote by someone much smarter than me that proclaims, “Old ways won’t open new doors.” I started thinking about how long I’ve been playing with cars and realized I’ve been experimenting, investigating, diagnosing, and frustrated for a very long time. I started working for my grandfather in his Skelly service station when I was 10. Along the way, I learned how to change oil and eventually to do tune-ups. That was when gasoline had lead and distributors still had points. Back then, a tune-up was required about every 10,000 miles. My goal was to tune the ignition and carburetor so after the engine was fully warmed up, it would start on the first or second revolution of the starter motor. I’m still shooting for that. Norm has a shop in Wisconsin called Westech. We call it Westech East to differentiate it from Westech West here in California. Norm has been calling me weekly to outline a new tuning technique he’s been working on with help from a man named Jon Palek, who owns a company called Emissions Systems, Inc. (EMS). The company builds a five gas analyzer Norm has been using, but not in the conventional sense. The analyzer measures hydrocarbons (HC, unburned fuel), carbon monoxide (CO), carbon dioxide (CO2), free oxygen (O2), and oxides of nitrogen (N). What Jon and Norm have been doing is evaluating an engine’s state of tune, not just with an air/fuel ratio meter or by looking at best power numbers, but also by evaluating all five of the results of combustion and tuning the engine by balancing those values. With a race engine, power is the primary result, but even that is changing since many long distance events, like Le Mans or a NASCAR 500-mile race, can and are won by improving fuel mileage and reducing the number of pit stops. For a street car, a well-tuned engine presents equal challenges since we must be attentive to imperatives like idle quality, drivability, fuel mileage, and at least a passing acknowledgement of tailpipe emissions. I did a completely backyard test several years ago when I was driving surface streets in Los Angeles to get to and from work. It was often an hour drive to achieve a distance of 25 miles. The test was to see how much of that average 60 minutes was spent at idle. I discovered the engine spent roughly 40 minutes of that hour at idle or in deceleration. This is hardly scientific, but it does indicate the importance of achieving the best and cleanest idle quality possible. My guess is very few carbureted performance engines are tuned anywhere near their optimum. I’ve also discovered this is not as easy as it once appeared. In talking with Norm, I’ve learned that all five of those gases are an important clue toward achieving not just a decent idle qual4 Power & Performance News / Vol. 8, No. 4

ity, but these individual emission components are also signposts toward optimizing combustion for a combination of performance, improved throttle response, and drivability. I won’t get into all the details because the explanations are fairly lengthy, and because I don’t know all the details yet. Almost 20 years ago, I had an opportunity to buy a used Sun Pro-II four-gas emission tester for $400. Most of my friends thought I was crazy. I used it for a while, but for the last 10 years, it has just occupied valuable floor space. When Norm began explaining what I could learn, I pulled the machine out of mothballs, fired it up, and used it as feedback while tuning my El Camino. I recently installed a 4L60E trans in this little cruiser that is powered by a very mild 383 small-block Chevy with somewhere around 9.5:1 compression, a mild Isky flat tappet hydraulic cam, Vortec heads, Edelbrock Performer RPM dual plane, and a 600 cfm, vacuum secondary Holley carburetor. Initially, the trans was a TH350 with a very tight converter that required a ton of initial timing to maintain a decent idle speed in gear. It required actually applying vacuum advance so it would idle in gear. I think the engine had 28 degrees of timing at idle! It wasn’t really happy, but it was necessary because of the tight converter. With a much looser TCI converter, I could now remove the vacuum advance timing at idle. I won’t go through all the steps, but when I started testing the engine, it nearly pegged the machine with very high 1,800 ppm of HC, or unburned gasoline. That was because of all the timing. Eventually, I learned the engine wanted around 20 degrees of timing at idle because of the camshaft overlap. I was able to pull the emissions down to far more acceptable levels by carefully balancing the idle mixture and ignition timing. We eventually reduced the emissions to some relatively low levels, considering this engine does not have a catalytic converter. HC now is at 415 ppm, the CO is at 1.9 percent (which equates to a 13.8:1 air/fuel ratio), and 6.6 percent CO2 with an idle speed in Park of 750 rpm. I’m much happier now with how the engine responds, and it probably has never idled this cleanly. Plus, the El Camino now gets better fuel mileage than it did when it was new — and at least we’re not burning leaded fuel anymore. This makes it a little better when I’m sitting at a traffic light across from some smug guy in a Prius who looks at me like I’m some kind of environmental fascist. My justification is that my car is 53 years old. I doubt his will make it half that far. There’s much more to this story. If you are interested in opening new doors and learning something new, take a look at EMS’s website, emsgas.com. If you’re into making engines run better, there’s plenty to learn about combustion efficiency.

Wing Envy A 30th Anniversary Saleen Track Version, the same car that dresses this monthâ&#x20AC;&#x2122;s cover, thirsts for some of that 100-octane aviation gas at the Corona Airport in Corona, California, not far from Saleen World Headquarters. Key to spotting the track version is an enormous rear wing that attaches to the trunk lid, overshadowing those Cessnas in the background. They must be jealous. Photo Cam Benty

6â&#x20AC;&#x192; Power & Performance News / Vol. 8, No. 4

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Speed NEWS NEWS / HEADLINES / HOT TOPICS

SPONSORED BY

Zora C8 Corvette

Mid-engine Ferrari-beater will debut in mid to late 2018 The rumors have been swirling for 40 years — a mid-engine Corvette designed to challenge the best of Europe’s super cars. For the past 60-plus years, Corvette general managers have attempted to take Chevrolet’s beloved two-seater in this direction. Instead, they kept perfecting the front engine, rear drive layout, and frankly, did a really good job building an awesome “sports car.” For 2019, that will all change. The only Corvette plant in the world, located in Bowling Green, Kentucky, has been shut down for several months in an effort to tool up for the all-new Corvette. For the first time ever, the plant will produce two Corvettes at the same time, the current C7 Corvette (which will continue to be produced for those without a trust fund) and a mid-engine, high-tech, V-8-powered Corvette code named Zora – in honor of the original Corvette mastermind – and that should have Ferrari engineers shaking in their boots. Built from exotic carbon fiber and other rare metals, Zora should capture the attention of a growing number of highly affluent buyers who will have to shell out around $180,000 for the newest Corvette — and that’s not including dealer markup. Per our sources, the current engine configuration is transverse (another Corvette first) and the design is ultra-sleek. Total curb weight is expected to be in the 2,700-pound range. In keeping with the advanced nature of the vehicle, speed sensitive spoilers (rear) and splitters (front) are triggered as needed by the vehicle to maintain balance. The front splitter can also be manually extended by the driver, to aid in high speed stability, and retracted when parking or other street-compatibility purposes arise. While challenges will still arise as the Zora takes shape, it is a dramatic change from the current Corvette and all that have come before. With the growing number of exotic car buyers in the U.S. and abroad, it is clear Chevrolet/ General Motors wants a piece of the action. Zora should get some of that action!

Early rendering of Corvette Zora – Courtesy Automobile Magazine

Did you order the pepperoni? The old adage goes, if a tree falls in the forest and there is no one there to hear it, does it make a sound? So, for 2018, the new question is, if you order a pizza and there is no one present in the delivery vehicle, do you have to tip? Such is the state of autonomous vehicle development in the state recognized as the automotive manufacturing capital: Michigan. Domino’s Pizza, which also calls Michigan home, is testing a self-driving vehicle service that will speed delivery of your hot pepperoni pizza to you — without the pimply-faced high school delivery guy. Equipped with a special code number sent to their cell phones, 8 Power & Performance News / Vol. 8, No. 4

customers will punch the number into a pad on the exterior of the Ford Fusion Hybrid, which will release the door so they can retrieve their pizza from the “Domino’s Heatwave Compartment.” Performance fans will find it interesting that the vehicles were prepped by another Michigan-based company synonymous with automotive performance, Roush Enterprises. While Dominos is well known for delivering pizza in less than 30 minutes, the new service won’t shorten delivery times. But it will ensure one thing: There won’t be anyone to complain to at the point of delivery.

Speed NEWS

NEWS / HEADLINES / HOT TOPICS

2018 Mustang spotter’s guide There has been plenty of buzz about the newest Mustang, but we bet, other than the obvious alterations to the grille and hood, you probably don’t know just what makes the new ’Stang unique. This diagram does a great job breaking down the changes for 2018. As noted, the grille and hood are very different, and the MagnaRide suspension delivers a better ride and enhanced low- and high-speed handling. The much heralded Active Valve Performance Exhaust provides a way to electrically quiet your vehicle (I guess to avoid angering the local police force) and is topped by a standard quad-tip exhaust arrangement for the first time in history. Underhood, the 5.0L V-8 has more torque and horsepower, the EcoBoost engine platform picking up a few pound-feet of torque also. What you might miss at first glance is the upgraded chassis and the slight redesign of the front fenders. Inside the vehicle, the new 12-inch touch screen is bigger than previous models, and both a heated steering wheel and elegantly stitched leather console are nice upgrades. With 12 different

wheel/tire choices and additional exterior colors, Mustang buyers will be able to personalize their vehicles more than ever before. The newest Mustang continues the grand tradition of high-performance muscle cars that began in March of 1964. The latest edition’s alterations, while not groundbreaking, fine tune the reasons why Mustang is currently America’s best-selling muscle car.

QA1 announces ‘Go Drive It’ program to get out and drive Here’s a News Flash: Cars and trucks are built to be driven! Unfortunately, many enthusiast-built vehicles, which are lovingly shaped into works of art by their owners, don’t get driven. Those countless hours of construction time (and money) too often result in owners who are afraid to drive their vehicles for fear of stone chips, accidents, or mechanical breakdowns. Leave it to QA1, manufacturer of high-quality, high-performance components designed for both racing and street performance applications, to launch the “Go Drive It” promotion celebrating not only performance vehicle ownership, but the act of simply driving these amazing vehicles — in a the manner for which they were designed. QA1’s program gives those owners who do take to the road in their vehicles a place to share the experience on social media through their hosted website. And as an added reward for participation, QA1 will reward you with some of their company swag and a #godriveit sticker. So what are you waiting for? Go Drive It!

How can you be a part of this? 1. View and share the video at qa1.net/godriveit. 2. Shoot a quick video or take some pictures of your car, tell about it and why you drive it, and share it on social media with the hashtag #goDRIVEit. QA1 may feature your post on their Facebook, Twitter, and Instagram pages, earning you some swag and decals. PPNDigital.com 9

Speed NEWS NEWS / HEADLINES / HOT TOPICS

SPONSORED BY

3M stages first-ever PPS World Cup at Woodward In August, we were invited to travel to Detroit for the Woodward Dream Cruise to cover the first-ever 3M PPS World Cup in a celebration of classic car culture with Chip Foose! Ten painters from around the globe were invited to 3M’s paint training center to design and paint miniature car hoods to be displayed on Saturday during the cruise. The cool part was that not only were the painters diverse in geography, they were also diverse in industry background and experience. There were custom painters, production painters, and even collision shop painters — all who use 3M. For the complete story on the show and a look at all the behind the scenes action, go online to PowerPerformanceNews.com and click on 3M PPS World Cup for more.

All 10 of the hoods were available for review by folks attending the recent Detroit Woodward Dream Cruise.

The 10 painters featuring their amazing car hood artwork during the event included (L to R): Shane Wanjon, Exclusive Image Paint and Body, USA; Christian Wilke, Germany; Carmine De Maria (front), C.A.D Custom, Australia; Danny Schramm, SchrammWerks, Germany; Jacob Miles, Milestone Paint & Body, USA; Connie Manjavinos, PassionateInk, USA; Justin Jimmo, Refinish Network, Canada; Carl-Andre’ Giroux, Canada; Clay Holberecht, Best Body Shop, USA; Pablo Prado, KandynChrome, USA.

Each painter was assigned a hood on which to show their talents, using 3M’s newly redesigned PPS system. Here, Carl-Andre Giroux shows his handiwork. 10 Power & Performance News / Vol. 8, No. 4

The newest evolution of PPS products were available for each painter to experience during the World Cup. The new system greatly reduces clean up and cost.

Left to their own ‘designs,’ clearly it is extremely fun to watch the creative process come alive at the World Cup. Connie Manjavinos carefully masks off the hood prior to painting.

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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 WHEELIE CAMARO CHRONICLES This down and dirty rescue of a 1973 Camaro Z/28 is entertaining for its rags to running commentary on getting the family muscle car back on the road. Motivated by the claims of Uncle Monte “recalling” that the old Camaro would do wheelies before it was damaged in a street race, this team of “technicians” will have you on the edge of your folding chair as you await the final cornfield donut contest. Enjoy!

NO REACTION TEN NEW MUSCLE CARS FOR 2018 The muscle car high-horsepower beat goes on for 2018 with more fast factory-produced and tuner vehicles. From the Camaro ZL1/1LE to the exotic Mustang-based, $540,000 Bass 770, there is a lot of talk. But, which ones make the grade? This video stitches together information from a variety of sources into one long-playing horsepower holiday. From the looks of things, 2018 is going to be a very good year for muscle cars.

Sometimes no response can be funnier than crazy panic. Our host rolls his Shelby GT500 out of the garage between rainstorms to make a speed run in the supercharged Ford. Along the way, he picks up his wife for a “quick” stop at Starbucks. While most videos show guys scaring girls to death as they roll on the power, this young girl appears to be completely comfortable as the acceleration Gs build. While she calmly mentions that she is scared about 75 percent of the way through the video, you could never tell that from her expressions. This girl needs to drive Top Fuel!

THREE BROTHERS’ ROAD TRIP

BEST CHEVROLET ENGINES OF ALL TIME

Neither snow, nor blown trailer tires, or seized wheel bearings in the dead of night can keep these adventurous brothers from making the 1,600-mile trip with their 1968 Pontiac Firebird tow vehicle to pick up a classic 1965 Mustang. In this episode of “Invincible Extreme Muscle Cars Garage,” the brothers prove this title description to be accurate; safely towing the rusty Mustang notchback back to the homestead. Helpful tech tips along the way include late night radiator hose repair, trailer welding secrets, and how to use a propane torch to melt the ice from around your headlights. You saw it first here!

We know this will start some arguments, but this video captures some of the best engines ever to wear the classic bowtie emblem. While you are certain to come up with a few that they missed, this video does a good job capturing a wide diversity of engine types, from the classic 1963 427c.i. “Mystery Motor” to the small-block Chevy SB2 and Corvette C6.R 7L used in Le Mans racing. What is really amazing is that they were not only able to show the engines running and idling, but give us a ride in vehicles equipped with these power plants. While video production value is not top notch, the engine sounds are music to a performance-tuned ear.

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

LEAVE YOUR MARK You don't race because it's the popular thing to do, because it's a fad, or because it's easy. You race because it's in your blood. The smell of burning rubber, the time spent with friends, the grinding of quarter panel against quarter panel as you charge toward the finish line - these experiences define who you are. That's why we manufacture the finest performance engine components available. From timing sets to oil pumps, camshafts to valve train and more, you can count on Melling Performance to help you leave your mark. Visit our website at MELLING.COM and check out our new and improved Online Parts look up system to find High Performance Parts for your engine.

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

DON’T MISS THE INDUSTRY EVENT OF THE YEAR

SEMASHOW.COM TUESDAY, OCTOBER 31–FRIDAY, NOVEMBER 3, 2017 • LAS VEGAS CONVENTION CENTER, NEVADA PPNDigital.com 15

Digital GUIDE WEBSITES / FORUMS / APPS APP

APP

PerfExpert uses both the accelerometer of your smartphone and information about your car (that you enter in advance) to calculate engine power and torque and acceleration times. According to our experience, the use of the accelerometer (and not the GPS receiver) delivers the best results. PerfExpert has two main functions: Timed run measurements and Dyno (Power) measurements. These two functions are clearly distinguished and separated by PerfExpert. After the user describes the run they would like to make, picking between a timed run (0-60 mph, 1/4-mile, etc.,) or dyno measurements, the app does all the rest. Note that dyno figures are flywheel hp based – not on rwhp. It is amazingly close to full-size dynos, without the cost or hassle. Great for tuning. Android only

You remember those clickers that Little League umpires used to count balls and strikes when you were a kid playing baseball? Well, Trackmaster uses that principle to create an app that is an all-inclusive data recorder, logging all your critical lap information so you can analyze your performance right at the track. The GPS-tuned app logs all key information, including top speed and best lap time, in one easy-to-read location. Best of all, you can track multiple vehicles and test different setups to determine what vehicle modifications were positive — and what hurt your time. Android only

PerfExpert

APP

GoPro Control Owners of state-of-the-art GoPro cameras equipped with WiFi can now take advantage of that technology for automotive purposes. The newest GoPro app is light years advanced from the app launched a couple of years ago. While owners are well aware that they can now aim their GoPros using their smart phones, the newest upgrade allows for real-time transmittal of images and information to your computer for analysis of the video footage. That means you now have the ability to not only enjoy your video handiwork in real time, but also transport that content to friends and post on YouTube using the GoPro Studio, a free downloadable editing application. Android and iPhone

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

Track Master Data Recorder

WEBSITE

Edelbrock This past summer, we lost one of the greatest icons of the performance aftermarket, Vic Edelbrock Jr. The Edelbrock website features not only some amazing products, developed by Vic and his team of master engineers that deliver high-performance enhancement to a wide range of vehicles, but an automotive history lesson every enthusiast will enjoy. So, take a look at the website, and between your purchases of intake manifolds and cylinder heads, click on the About Us page and read up about Edelbrock. And, if you ever find yourself in Torrance, California, drop by Edelbrock’s cool museum. You’ll be glad you did. edelbrock.com

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An innovative and colorful car builder, Steve Saleen’s route to automotive manufacturer stardom is an American success story like no other Words Cam Benty Photos Saleen Automotive and Donald Farr

Steve Saleen has made an amazing name for himself during the last 30-plus years, building a recognizable brand name for performance vehicles based on either the Ford Mustang chassis or on his scratch-built S7 race cars that dominated world super car competition. 18 18 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 44

inning your first time out is the stuff of fairy tales. Winning at Riverside International Raceway in 1972 against a host of legendary racers — well, no one would write that story for fear of being laughed off the grid. But, that was truly the case for Steve Saleen, founder and namesake of Saleen Automotive. Wheeling his 1966 Shelby GT350 through the Ss of Riverside, he collected a win at his first race. Clearly, that accomplishment fed the fire for what has become an amazing automotive career, both behind the wheel and (most importantly) behind the desk building the cars enthusiasts lust for. It was his success racing his Shelby that led to an offer to go racing in Super Vee with another legendary racer who was moving from off-road to asphalt, hoping the little Super Vees would be the ticket to the big time for him, as well. As history now notes, Rick Mears, who was Saleen’s Super Vee teammate, did in fact make a name for himself. From the Super Vee success, Saleen moved to Formula Atlantic Pro (he purchased his racecar after selling his home in southern California), where he faced competition from

some of the all-time driving greats, including Gilles Villeneuve, KeeKee Rosberg, Bobby Rahal, and Danny Sullivan. Saleen was very successful in competition, which led to his move to racing Pontiacs and the sports car racing circuit. If you were racing in the higher levels of competition back in the 1980s, you undoubtedly would have known about Steve Saleen and his efforts to put a Pontiac in the winner’s circle at places like Road Atlanta, Laguna Seca, and Road America. Nicknamed “Gas” Saleen for the obvious racing metaphors that it generated, his success behind the wheel received great honor and caught the eye of Michael Kranefuss, the highly respected director of Ford Special Vehicle Operations (SVO). After a series of discussions with the SVO team, and the promise of testing the waters to develop conceptual Saleen-designed performance cars, “Gas” began to develop his new plan. While Kranefuss had envisioned a line of 4-cylinder turbocharged cars similar to his Mustang SVO offerings, Saleen felt an American audience would better receive the V-8 power plant. Amazingly, by 1984, Saleen was building cars for the public based on the Mustang GT platPPNDigital.com 19 PPNDigital.com 19

Saleen’s true breakthrough year was 1987, when he fielded a three-car team and collected the championship in sports car competition. This also signaled a new life-long partnership for Saleen with General Tire.

form — all V-8 powered. “We were well aware of the adage Race on Sunday; Sell on Monday,” Saleen says. “We went racing not only because we learned a great deal about engineering efficiency and vehicle construction, but because it was the ultimate marketing tool. “ But, as with most racing efforts, the first time out of the box does not always net perfect results. Case in point was the first race at Sears Point. Saleen, finally behind the wheel of his own car, was out of the race on the pace lap. “A Corvette ran up the side wall and flipped over landing on my hood,” Saleen recounts. “Our first race with our only car and we were done before the green flag waved.” With the race car out of commission for the rest of the year, Saleen focused on the street car development, finding an eager audience of performance fans. In 1986, he was back on the racetrack once again — and was able to collect his first win at Mosport in Escort Endurance competition. That win was to light the fuse for 1987, which would become the best year to date for Saleen, both on and off the racetrack.

Saleen and Rick Titus manned the #1 car, while he hired legendary Ford Trans Am heroes Parnelli Jones and George Follmer for the second Saleen race car. In the third car was the very uncommon all-female race team featuring Desiree Wilson (the only woman to win a Formula 1 non-points competition at Brands Hatch) and Lisa Cacares. All three teams proved

to be extremely competitive. By the mid-’90s, Saleen had joined forces with Comedian Tim Allen (Steve jokes that he taught Allen everything he knows from racing, even how to perform the voice of Buzz Lightyear) to form the Saleen/ Allen RRR Speed Lab racing team. The team was extremely successful winning SCCA championships from

Championship seasons If there was a turning point in the evolution of Saleen Automotive, it was 1987. Fielding a three-car team that included a diverse group of drivers, Saleen was to collect his first championship for Saleen racing. To combat a team of very fast Porsches, 20 Power & Performance News / Vol. 8, No. 4

By 1989, the Saleen machine was rolling in a big way. What was always amazing was the number of different Saleen styles – one to meet every enthusiast driver’s taste. (Photo Bob McClurg)

“We realized that no matter what we changed on the Mustang, it just wasn’t far enough. That was the genesis for the Saleen S7 in 1999”

By 1999, the Saleen Extreme was a combination of unique styling and high-performance engine packages. The new body style, introduced in 1997, was the launch pad for the quickest Saleen to date.

1995-1999, IMSA competitions, and even running in FIA competitions at LeMans, France; Silverstone, England; Barcelona, Spain; and other major European racetracks. “But, with all of those wins, I realized that we had taken the Mustang platform about as far as it was going to go in sports car racing,” Saleen says. “This was especially true when you consider we were running against exotic sports cars. We realized that no matter what we changed on the Mustang, it just wasn’t far enough. That was the genesis for the Saleen S7 in 1999 after winning the Grand Am championship. “The decision was made to build the S7 starting in December of 1999, and we showed the first running vehicle in August 2000 at Pebble Beach — a total of nine months from concept to driving vehicle. A lot of people don’t realize that we also developed the entire drivetrain, including the engine block and all ancillary components. The engine is a 7L engine — and is the root of the S7 nameplate.” The S7 engine shares the same bore centers as the Ford FE V-8 because doing water jacketing and gasket development is very time intensive and costly, so Saleen wanted to short cut a few things. The casting of the block and the heads was a first for Saleen, the parts created at a foundry in North Carolina to retain the US-made branding. The rods, cranks, camshaft, inductions system, and pistons were all developed specifically for this engine. Even the electronics were proprietary S7 components. “In the end, we knew we had a

very potent vehicle; the final development and tuning was completed in England,” Saleen notes. “We hired an F1 aerodynamicist to work with us. A lot of our scale model development was completed at the University of Scotland at Glasgow because this facility was affordable and allowed us to receive help from companies like Lola on the composites. RML, a company well versed in sedan racing in England, was instrumental in helping with some of the chassis componentry. The final design and internal componentry we did at our headquarters in Irvine, California.” The street version of the S7 was well received by the media and buyers, bolstered by some strategic cameos in major movies. To broaden out the exposure for the new S7, it was determined that four cars would compete in four different type of racing series — two in Europe and two in the U.S. In 2001, all four teams won championships. In the U.S., Bingham Racing ran in the Grand Am series, and the Konrad Racing team competed in IMSA. In Europe, RML ran an S7 in the European LeMans series, while Carlos Palau made an excellent showing in the Spanish GT FIA series. “Our benchmark at the time was the McLaren F1, and we felt that in every category we had a superior car,” Saleen says. “We felt that by taking an American approach, rather than a European approach, made the difference. The European race cars featured larger, heavier powertrains with 10- to 12-cylinder engine layouts. The American-style V-8 engines were much more compact in design, making it

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With the arrival of the 2005 Mustang, a whole new breed of Saleens were to take shape. The unique body package was very well received.

Forgotten by many is the fact that the 2004-06 Ford GTs were produced by Saleen in his factory in Troy, Michigan. In total, 4,200 were to roll out of this very unique assembly plant.

better not only in terms of center of gravity, but also polar mass. “ Saleen’s S7 design was further validated in 2004 when Ferrari brought out their Maserati MC12, debuting it against the S7 at Ferrari’s home track in Imola, Italy. The S7 was much more adept at handling the track’s legendary chicane better than any Ferrari-produced car on the track, including the MC12. In front of the hometown crowd, with much fanfare concerning the invincibility of the new Ferrari race cars at their debut competition, the S7 won the race. Interestingly enough, the V-8 engines were putting out comparable power to the much more sophisticated V-12 engines used by Ferrari.

from 1966-1969. “Ford came to me and asked if I would be able to build the new Ford GTs (originally called GT40 in the 1960s),” Saleen says. “Key to that build was that Ford mandated the cars be constructed within 75 miles of Ford headquarters in Dearborn, Michigan. So, I obtained a facility in Troy, Michigan, and we built approximately 4,200 Ford GTs from 2004 through 2006. So that the cars could be labeled “Final Assembly Ford,” the car was completed in a Ford facility in Wixom, Michigan [also overseen by Saleen], before they were delivered to the dealerships.” With things going well for Saleen

Automotive in the early 2000s, with S7s dominating in racing, and production of street cars in full swing, an opportunity arose that was to change the course of history for Saleen and his vision for his company. It signaled the beginning of a rough patch for Saleen Automotive that was to alter the legacy of the brand. “I met with a private equity company that presented a plan for what I saw as a long-term exit strategy on my part. It included a 20- to 30-year royalty payout,” Saleen says. “I entered into the agreement in 2003, right as the Ford GT assembly program began production. “As some of these stories go, the honeymoon period was very good,” Saleen notes. “But, as we were winding down the final production of the Ford GTs, we had a difference of opinion as to the way the company should be run. No longer being in control of the company’s direction and vehemently disagreeing with many of the decisions being made by management, I resigned from the company in the spring of 2007.” The resignation was a huge surprise to the controlling management

Business challenges By the early 2000s, Saleen Automotive was quickly expanding. Saleen was now an exotic car builder, as well as a high-performance muscle car manufacturer. Saleen did not expect to sell as many S7s (in total, just under 100 S7s have been produced to date). To ride the wave, he thought about building an S5, a less expensive version of the S7, and one that he could build much quicker. However, he was interrupted on that path when Ford Motor Company decided to build the Ford GT — an improved version of the classic GT40 that won at LeMans 22 Power & Performance News / Vol. 8, No. 4

The big news for 2001 was the introduction of the Saleen S7, a scratch-built race-ready machine that was to dominate super car racing, winning at every major racetrack in the world. Both race and street cars were offered, and just fewer than 100 were produced.

of the company, whose biggest concern was where Saleen would go now that he had parted from the company that still bore his name. Saleen was still invested in the company, although he no longer managed it in any capacity. It was only 18 months later that the company declared bankruptcy. To increase Saleen’s challenges, the equity group sold the enterprise to a start-up company in Detroit, one day before closing the original company. Along with the sale, the start-up claimed ownership of everything related to the original company. It was not until 2012 that Saleen finally won his multiple court cases, allowing him to reclaim usage of his own name, likeness, and intellectual property. But, the battles of the late 2000s were to take their toll in many ways. “This was an excruciating identity theft crisis that most people will never encounter in their lifetime,” Saleen states. “I always felt that we would get through the court system quicker, but that was not to be the case. The unfortunate thing is that I used up all my resources while the lawsuit was taking place. So, I had to start from scratch and rebuild the

The story of the Saleen S7 is one of the most unique in racing history. While the shape is clearly one of a kind, even the 427c.i. (7L, hence S7) engine was hand built with Saleen-specific pistons, heads, block, intake, etc.

entire operation. “It’s been harder this time because everyone’s expectations are a lot higher, and due to the bankruptcy, I was starting in a hole. I had to climb out of the hole, and my feeling right now is that I’m not quite out of the hole yet, but we’re pretty close to where I can

now start to move the company at a much faster pace.” As Saleen is well aware, the car industry is a very capital-intensive business and goes through many business cycles. For that reason alone, it takes a lot of dedication to get through those down times. His many years in the business have given him great perspective. “I’m very excited about the new products we offer,” Saleen says. “We just finished the debut of our 30th Anniversary Saleens with special Street and Track versions. Truck fans will remember S331 Sportrucks, and in November, we will deliver the first of our new Saleen Sportrucks with 700 hp. “In closing, one thing I can always say is that I never lost track of the customer,” Saleen notes proudly. “We’ve always made sure to make a quality product, enduring product, high-performing product, lasting product, and take care of the person who was the ultimate owner of the product. That franchise has never broken. Despite all the ups and downs, I’ve tried to maintain our integrity. Businesses will always come and go, but that relationship with our customers is always the most important one to me.”

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PASSION FOR PERFORMANCE

30th anniversary Saleen sets a performance high-water mark Word / Photos Cam Benty

t’s been 30 years since Saleen won its first sports car championship, and to signal that anniversary, Steve Saleen thought up an ingenious plan: build the highest horsepower “street” Saleen ever. In a day when high horsepower is seemingly the standard, this 730-hp Saleen gets attention from even the most complacent muscle car fans. The new car comes in two versions: the 730-hp Street version, and a 750-hp Track version (streetable, but ready for track service at a moment’s notice). Each model sports the signature Saleen colors — white, black, and yellow — which are rotated depending on the anniversary year (see sidebar: Understanding the Anniversaries). What is most remarkable about the new Saleens is the cool exterior aerodynamic design. Most notably, the front

The 30th Anniversary Saleens are offered in two formats, Street and Track, but both share Kenne Bell supercharging and a host of high-performance componentry. 24 24 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 44

fascia is completely different, with a low brow grill opening due to the very unique Saleen hood configuration. The smaller grille opening is braced with functional air ducts that draft air to the massive six-piston Saleen front disc brakes and oversized slotted/drilled brake rotors. Painted yellow to stay in step with the exterior coloration, the calipers are highly visible through the white five-spoke wheels and high-performance General G-MAX RS tires. The return to the General Tire camp is part of the throwback purpose to the entire 30th anniversary celebration. General was the tire of choice for Saleen’s racing efforts back in the 1980s, and with the refocus by Continental (parent company of General), it just seems appropriate the new Saleens wear General tires. For the Track version, General Tire lettering is a key part of the graphics, along

PPNDigital.comâ&#x20AC;&#x192;25

One thing that sets the Track version of the 30th Anniversary Saleen apart from the Street version is this signature competition wing. If you want to get noticed, you need one of these.

Inside, the Anniversary edition features lots of cool stuff, including Saleen white-faced gauges, additional supercharger-specific gauges, sport seating, and short-throw shifter. On the Track version, five-point seat belts are included. A/C, Sirius radio, and other creature comforts are still intact, regardless of the version you select.

shifter, anniversary graphics, and dashboard-affixed Saleen nameplate to make everyone know this is a Saleen Anniversary Edition. The Track version of the 30th Anniversary Saleen picks up some signature appointments, most noticeably the competition wing that is fully adjustable to increase or reduce downforce. In addition to the increased horsepower for the track edition (20-plus hp), the interior sports a six-point rollbar (with back seat delete), making it truly track ready. Full on five-point racing seat belts are included, along with a tighter throw shifter to ensure no one misses a gear. Production of the 30th Anniversary editions is limited to 30 units, and prices start at $87,000.

Understanding the anniversaries The Kenne Bell supercharger cranks out 730 hp in the Street version and 750 hp with the Track edition.

with other sponsors including Montgomery Wards, Baer Brakes, and Kenne Bell superchargers. Power for the Street version comes courtesy of a massive 3.2L Kenne Bell liquid-cooled supercharger bolted to the top of a 5.0L Ford engine. The engine is dressed in Saleen badging throughout, and a stamped Saleen nameplate with the official model number, date of production, and Saleen legacy is bolted to the inner fender well under the hood. The supercharger system tucks nicely under the Saleen hood, drawing fresh, cool air from under the body, not from within the engine compartment — a key to building the big power figures. In the rear, a new fascia is also added and includes underbody directional ducting and reverse light repositioning that places the illumination down low, in Formula 1 race car fashion. The interior breaks from the pack with a series of whitefaced Saleen gauges, special sport seating, short-throw 26 Power & Performance News / Vol. 8, No. 4

For 2017, the Saleen is a white car with black and yellow accents for the 30th anniversary of the sports car win by Rick Titus and Steve Saleen (and the 20th anniversary of Rick Titus’ father, Jerry Titus, winning the Trans Am title). The colors are not a first for the team; they rotate the colorations every five years to celebrate their anniversaries. “The 30th Anniversary Saleens are a blend of our three signature colors: black, white, and yellow,” Saleen states. “It is also why we offer white, yellow, and black label cars — stepping up the performance respectively. “In 1989, after five years in business, we had a white car with yellow and black graphics. On our 10th anniversary, we did what we call the SA10, which was a black car with yellow and white graphics. Our 15th anniversary car was a yellow car with white and black graphics, and for the 20th anniversary, I did a white car again. I was told that the birthstone for 30 years is pearl, and that is why the 30th Anniversary Saleen had to be a pearl white. For our 35th anniversary, we will probably go back to black.” Pretty simple eh?

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Tech TALK

Carb Capers

An annular twist creates Edelbrock’s new AVS 2 carburetor Words / Photos Jeff Smith

here are very few new ideas in the world of carburetion. There are nuances and adept metering tricks that work in certain situations — but painfully few really new ideas. In the process of evolving performance, the sharp guys will huddle up and concoct a new way to apply an old idea. For decades, Edelbrock has enjoyed a great reputation surrounding its Performer and Thunder series of highly-streetable carburetors. The rep is that you bolt on one, set the idle mixture and speed, and the carburetor performs flawlessly. But, the guys in the dyno room are always on the hunt

Bolting on a new carburetor isn’t difficult. All Edelbrock carburetors offer dual carb bolt patterns, so it will fit on multiple manifolds.

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

for more power or better efficiency — or both. Edelbrock’s Curt Hooker is one of those guys. He’s been the dyno operator and manager of the dyno cell and engine room for longer than he cares to admit. Last year, he applied a smidgen of that experience to adapt an annular discharge booster to the classic Edelbrock Thunder series carburetor. These carburetors employ an adjustable valve secondary (AVS) design, which uses a spring-loaded valve to control airflow through the otherwise mechanical secondary. Edelbrock calls this new carburetor the AVS 2. The carburetor’s job is to intro-

duce a proper mixture of fuel with the incoming air. A device used just about universally on all carburetors is a booster, placed directly above each venturi or throat. The booster is aptly named because it amplifies the velocity of the air travelling through the venturi. By forcing a small amount of the total air to travel through the booster, the speed of the air increases, which (according to the Italian physicist Bernoulli) means the pressure inside the booster will drop. This low pressure essentially “pulls” fuel from the main jet circuit and introduces it into the carburetor. All carburetors use this

We’ve removed the booster from the carburetor to get a closer view. Each annular booster offers eight small holes that pull fuel from the primary fuel circuit. Each small discharge hole breaks the fuel up into smaller fuel droplets that will more completely combust — especially at low engine speeds. From the outside, the new Edelbrock AVS 2 doesn’t look any different — and it shouldn’t. The magic is on the inside.

Removing the top from the AVS 2 reveals the addition of the primary side annular boosters (foreground). Note how the primary boosters are significantly different from the secondary versions that are more the traditional single-discharge configuration.

principal to meter fuel. The most commonly used booster introduces the fuel into the airstream through a single, large opening. The air travelling past the opening shears the fuel, producing small droplets that can more easily vaporize and eventually oxidize in the combustion chamber. Annular boosters are different. Instead of introducing fuel through a single discharge hole, the annual booster uses a series of smaller holes that push fuel into the on-rushing airstream. The idea is that these smaller holes produce much smaller fuel droplets, which vaporize much more easily. In this way, it’s possible to improve power using less fuel. Right away, you might question why all carburetors aren’t built this

way. The main reason is that at high engine speeds and high airflow rates, the difference between a normal booster and an annular version becomes minimal. Another big reason is that annular boosters are usually larger, creating a restriction to airflow. But, if we’re talking about a street-driven car, where 90 percent of the driving occurs at lower engine speeds and throttle positions below 30 percent, this is where the annular booster really shines. As we mentioned earlier, annular boosters are not a new idea. We’re not clear on exactly what carburetor first introduced an annular booster, but we know several production carburetors have employed these boosters with great success. Among the many examples was the 1985 Ford Mustang,

One great advantage for tuning on the primary side is the easily-accessed metering rod and power valve spring. On the primary side, Edelbrock carbs use both a jet and a tapered metering rod. The metering rod position in the jet is controlled by the power valve and spring assembly. By juggling the jet, metering rod, and power valve spring, a tuner can very accurately create an ideal part-throttle mixture specific to an engine’s unique demands.

the last year of carburetors for the 5.0L Mustang. Ford employed annular discharge boosters on the primary side of the carburetor in order to better control fuel at part throttle. Since we were on a short timeline with this story, we wanted to do a quick conversion on our carbureted, small-block El Camino as a simple seat-of-the-pants comparison. We’ve spent some time with our current typical Holley 600 cfm carburetor and have been very pleased with the results, so this meant a quick swap to the new 650 cfm AVS 2 version with an electric choke. Our El Camino is shifted by an electronically-controlled 4L60E, so it needed the addition of a throttle position sensor (TPS). We used a TCI adapter that uses a cable to drive a remotePPNDigital.com 29

We’ve installed the AVS 2 on our carbureted 383c.i. small-block El Camino. The engine is equipped with a mild cam, iron Vortec heads, and a dual-plane intake. Compared to a more traditional straight-leg, single-discharge booster Holley, the AVS 2 instantly delivers a much crisper throttle response right off idle, which is attributable to the annular boosters. And this was what we experienced with out-of-thebox tuning.

ly-mounted TPS. This required using a cable mount, which we installed as an-under-carburetor plate with the cable mount attached. Except for this extra step, installing the new Edelbrock carb to replace our existing 600 cfm four-barrel was quick and easy, and they were both single fuel inlet carburetors. Once we reset the TPS range on our electronic trans controller, we were set to go. With the engine warmed up, and with idle speed set, we adjusted the idle mixture screws to obtain our best idle quality. We were then ready for a test drive. In theory, the annular booster should offer a slight improvement in throttle response right off idle, and that’s exactly what the AVS 2 accomplished. Dropping the car into gear and a light step on the throttle produced an immediate improvement in throttle response. We also noticed the AVS 2 required much less throttle opening to maintain

One point worth mentioning: We had to use a flat bottom (non-dropped) air cleaner base to clear the linkage, as a dropped base version hits and could potentially stick the throttle linkage. We also checked to make sure the air cleaner stud would clear the hood with some modeling clay.

a given speed. One of the specs displayed on our electronic transmission controller is throttle position as a percentage from idle (0 percent) to wide open (100 percent). According to the TPS report on our controller, the Edelbrock annular carburetor required 2 to 3 percent less throttle opening to produce the same rate of acceleration. That may not sound like much, but per our calibrated foot, it felt really good. After spending 20 minutes driving in typical congested Los Angeles traffic, it was apparent the Edelbrock AVS 2 offered a significant improvement in throttle response. Even mashing the throttle from a dead stop produced what felt like quite a bit stronger lowrpm acceleration. Once the engine revved past 4,000 rpm, there wasn’t a discernible difference, but the overall response certainly felt good. So, what we found is a noticeable improvement in light acceleration, especially right off idle. That

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might not seem something to get excited about, but for a mild street engine that spends 90 percent of its life at part throttle, this is a big deal. Of course, this is also based on the production jetting and power valve setting on our mild-cammed 383c.i. small block. While most enthusiasts will be happy with the stock calibration, we’re inveterate tinkerers, so we’ll play with metering rods and power valve springs to begin with, just to see if we can extract even more from our combination. With an overdrive trans and lockup converter, setting it up to pull down perhaps 14:1 air/fuel ratio at cruise should not be difficult, and with annular boosters, the engine should respond positively to slightly leaner mixtures than is possible with single discharge boosters. So, if you’re looking for input on choosing a mild street carburetor, the Edelbrock AVS 2 would be an outstanding choice. Edelbrock sent us an early production 650 carburetor, and the plans are at first to offer this 650 cfm electric choke along with a manual choke version. Future plans call for both 500 and 800 cfm versions. Even with all this 21st Century talk about autonomous cars and how electronics are taking over modern life, there’s still room in the world for a well-designed carburetor. Source: Edelbrock, edelbrock.com

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

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ROAD TRIPPIN’ JERSEY STYLE PPN assembled four small-block muscle cars for a day’s drive in the West New Jersey countryside Words/Photos Richard Truesdell

nlike Los Angeles, with its history as the birthplace of the hot rod, or Detroit with its Woodward Cruise, New Jersey, where I grew up, doesn’t have the same style of muscle car traditions. New Jersey, especially in the eyes of those who live outside the Garden State, is best known for mobsters, toxic waste dumps, and its glorious super highways, the Garden State Parkway and the New Jersey Turnpike. As a native New Jerseyan, it is easy to understand these mindsets, but if you go beyond the surface stereotypes, there is plenty of cool car culture hidden within. As keeper of the road trip flame at PPN, it fell on my shoulders to develop an itinerary for a follow-up

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

tour to our Route 66 story. Despite its reputation, New Jersey is so much more than the six densely populated counties in the northeastern corner of the state. It’s also the famous Jersey shore, Bruce Springsteen, and Highway 9, which goes past Englishtown’s Raceway Park, lush farmlands in the Southern part of the state and, for our collection of small-block muscle cars, it’s the historic backroads bordering the Delaware River and chock full of interesting and quirky locations. If New Jersey is known by outof-staters for anything worthwhile, it’s our diner culture that spans more than a century. Our Saturday journey through western New Jersey’s Warren

and Hunterdon counties started with what is now a PPN tradition, breakfast at a period-correct eatery. In this case, the Key Diner on the westbound side of Route 22 in Phillipsburg, along the Delaware River — which came through with flying colors.

The players The Key Diner served as the rendezvous point for an eclectic collection of four muscle cars that can still be called affordable: Larry and Wendy Ring’s 1968 Chevy II Nova SS, Tom Olewine’s 1970 Dodge Dart Swinger, Blaine Hertzog’s 1971 AMC Hornet SC/360, and Chris Matlaga’s 1972 Ford Mustang Mach 1, each of the four displacing no more than 360c.i.

Here’s a quick way to drain a Shell station: four vintage muscle cars at the same island. Could have been worse though; at least they weren’t big blocks.

Also in attendance was Ford/Shelby enthusiast Dan Reiter, who helped secure the Mach 1, and Larry Blatt, who had volunteered to use his 1967 AMC Rambler Rouge as the camera car.

On the road For our next stop, we headed south a few miles to the hamlet of Alpha, New Jersey. A magazine article in Weird N.J. tipped us off that someone had metal dinosaurs on their property. Given that Alpha is so tiny, once we arrived, it wasn’t hard to find the metal beasts

The Key Diner served as the kick-off point for our tour, which started with a massive breakfast, along with the meet and greet.

on Industrial Drive. The sight gave us pause, thinking about how such similar creatures gave their bodies so that millions of years later, we would have the petroleum necessary to feed and lubricate our cherished muscle cars. Since the dinosaurs were on private property, we quickly grabbed some shots and departed with haste. Pulling in for gas, we immediately caused a stir at the pumps. As we had experienced at the diner, other patrons cleared the area for our group shots. The station manager quickly pro-

duced a stepladder to facilitate getting high-angle photos of all four cars. After topping off the tanks, we headed east toward New Jersey, back across the Delaware River over the narrow two-lane bridge leading into the town of Belvidere. As lunchtime rolled around, we headed to Buttzville — yes, Buttzville — and another Garden State institution, Hot Dog Johnny’s, where the menu was dominated by, of course… hot dogs. Here, it’s still possible to get a premium frank, fries, and drink and

By reading back issues of Weird N.J. magazine, we found some unusual locations to stop and photograph. And just to strike the pose that usually accompanied road tours back when our classic muscle cars were new, we attempted to read a map — and then refold it. Both served to be quite the challenge. PPNDigital.com 33

Along the way, we stopped in at Island Dragway to enjoy some local racing action. Watching classic muscle cars run through the gears is always entertaining.

Along the tour, there were plenty of cool places made better with some classic American iron. The King Cole Grove in Belvidere, New Jersey, serves great food and a welcome atmosphere.

VAN IDERSTINE SPEED SHOPS In the original heyday of the muscle car, if you wanted go-fast parts and lived in New Jersey, there was only one place to go: Van Iderstine’s, a chain of speed shops located throughout northern New Jersey and Staten Island, New York. Their radio spots were part of the scene, playing over the big AM radio stations like 770 WABC, home of “Cousin Brucie” Morrow (who can be heard daily on Sirus Radio – ’70s on 7). Times change, and almost 40 years ago, in the late ’70s, the Van Iderstine chain broke up, with independent operators running each of the individual stores. All that remains of this once iconic chain is a single store, now called Autosport, located on Route 17 near the New York border. In speaking with current owner Sal Marsilla, he explained he bought the current location 27 years ago and through the years has transitioned his business, as many others have, to the exploding 4x4 and import tuner car categories. “The last remaining Van Iderstine other than mine,” Marsilla says, “the store on Route 22 in Springfield, closed a number of years ago.” Marsilla is now the last remaining link to what was once an icon in the NJ/NY metro area speed and performance scene.

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

get change back from five dollars. In an era of homogenized fast food, Hot Dog Johnny’s instantly returns you to a simpler time. The roadside stand has continuously served up great food at reasonable prices since 1944, and the proof of its enduring success is that no matter what the time, weather, or season, it’s almost always packed and standing room only. At Hot Dog Johnny’s, our caravan competed for patrons’ attention with a beautiful copper-hued, four-door Tri-Five Chevy post station wagon. With Nomads always stealing the limelight, it was a pleasure to take in the clean, simple lines of this under-appreciated classic. Next stop, not far from Hot Dog Johnny’s, was Island Dragway, another throwback to a time when muscle cars dominated the street and strip. A small family-operated drag strip, Island Dragway is Blaine Hertzog’s home track, and he quickly led us around the facility. While we would have liked to put our cars through their paces, given our tight schedule, it wasn’t possible. Blaine still proudly showed us several time slips from recent runs, all well below 14 seconds. (It should be noted that Hertzog’s best time is a very respectable 13.539 seconds at 101.22 mph with full exhaust, street tires, and stock AMC exhaust manifolds.). From the track, we headed south on County Road 519, which runs sideby-side with the Delaware River, just a few miles to the east of Pennsylvania. I used the opportunity to get behind the wheel of the Mustang and was reminded of how similar it felt to my own Mercury Cougar. The experience

The cars drew a crowd wherever we stopped, including at Sweet Treats and Eats, mid-way between two of New Jersey’s biggest wineries.

The cruising scene in New Jersey is alive and well. This rare AMC Rogue received front and center parking at the Americana.

transported me back 30 years to my college days. Matlaga’s 351 was strong, willing, and could still easily light the tires. As we approached our original starting point of Phillipsburg, we came upon Sweet Treats and Eats and pulled in to enjoy their famous frozen custard confections. Like elsewhere along the route, our collection of classic muscle attracted the admiring glances and comments of other customers. It should be noted that western New Jersey is home to several local wineries, and Sweet Treat and Eats is located between two: Alba Vineyards to the south in Milford and Four Sisters to the north in Belvidere. Just when you thought you knew everything about New Jersey, you find out there are actually 20 wineries that dot the state (newjerseywines.com/wine-trails).

Idling down The journey south continued as we picked up Interstate 78 east to NJ 31 South in Clinton. Constructed in the ’60s and completed in the ’70s, Interstate 78 made it possible to traverse New Jersey east to west in less than an hour without hitting a single traffic light. The new route replaced the notorious US Route 22, known in many parts of the state as Death’s Highway. Approaching Flemington from the north, we made our way to the center of town and the historic Union Hotel. Situated just across the street from the original Hunterdon County Courthouse, it was the infamous site of 1935’s Lindbergh Kidnapping Trail. At the time of the kidnapping, it was considered the crime of the century.

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End of the road Before we said our farewells and gave thanks for a great day – and an even better drive – we stopped at the Citgo Quik Mart on 31 North, just south of the Flemington Circle. Normally, this wouldn’t rate a mention, but the unassuming gas stop carries one of the most eclectic selections of magazines to be found anywhere, with all the expected domestic titles, as well as motoring titles from England, Australia, and even France. As a certifiable magazine junkie, I can tell you it’s worth the trip. During our tour of New Jersey, we saw cows, not chemical plants, and lush farmlands, rather than mafia burial grounds. It was a far cry from what you’d imagine if your perception of the Garden State is formed from the impressions provided by TV, movies, and news broadcasts. Best of all, in this part of the state, the roads are pretty much as they were 30-plus years ago, both good and bad. If it’s the road less traveled that gets your engine revving, then the backroads of the most densely populated state in the union are there for the taking — a hidden gem not to be missed, regardless of what you are driving. Author’s note: Because this day’s drive was pulled together under very challenging logistical obstacles, we would like to thank all four participants and offer special thanks to Dan Reiter, who pulled a rabbit out of his hat in locating Chris Matlaga at the very last moment to substitute for another small-block Mustang that couldn’t make the tour, as well as Larry Blatt, who allowed his 343 Rogue to serve as our camera car.

FLEMINGTON’S HISTORIC UNION HOTEL Having grown up about 25 miles away, I wanted to end the day’s tour at a place of historical importance, as many of the traditional speed shops of the muscle car era have faded into history. While originally planning the route at the height of the sensational Michael Jackson trial, it dawned on me — I would end the tour at the Union Hotel in Flemington, New Jersey. For those of you unfamiliar with the history of the so-called Garden State, Flemington was the site of the first “trial of the century” where Bruno Hauptmann was tried, convicted, and sentenced to death in New Jersey’s electric chair for the kidnapping and murder of Charles A. Lindberg Jr., infant son of famed aviator Charles Lindberg. The Union Hotel, whose original tavern dates back to 1772, remains situated across the street from the original Hunterdon County Courthouse, where the trial was held. During the trial, it served as the base of operations for both the prosecutors and news media, primarily newspapers, but some radio broadcasters, as well. None of the tour participants realized we were sipping iced teas on the hotel’s front porch until I pointed out the sign on the front of the building. (The Union Hotel currently houses one of the area’s finest eateries, but it’s been some years since it’s hosted any paying overnight guests, unless you count the ghosts who are reputed to still inhabit the rooms upstairs). Photos from the era show the daily mob scene out in front of the courthouse. With the exception of the missing satellite dishes, the scene was eerily familiar to the circus out in front of the courthouse in Santa Maria, California, 80 years later.

DRIVING IMPRESSIONS FROM MUSTANG OWNER CHRIS MATLAGA Having been born well after the end of the muscle car era, Chris Matlaga had a unique perspective on the four cars, which comprised the New Jersey muscle car tour. Being a Blue Oval guy, it goes without saying he likes his Mach 1 the best of the four cars, but his impressions of the other three are illuminating. Through a combination of circumstances, he was the only one of four participants to have driven all four cars. “The Nova felt very different,” he says. “It sat very high. I didn’t have any problems driving it, but it would take me a while to get used to manual steering. It was still a very beautiful car. “The Swinger was completely different from the others,” he continues. “I had some trouble with the shifter. The clutch let out right near the top. It would take me a little time to get used to these things. I liked the small aftermarket steering wheel. The exhaust was very loud inside, but that’s not a bad thing. “I liked the SC/360 the best. It had the most comfortable ride. Since it also had power steering and brakes, it made it a lot better car for street driving. I also like that the car is rare. You don’t see them very often. It felt like a very fast car, too. Out of all the cars, this is the one that I would enjoy driving around the most.” 36 Power & Performance News / Vol. 8, No. 4

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TIP OF THE DAY...

x20

A collection of tricks, shortcuts, and helpful hints aimed at easing the automotive execution of ‘necessary’ modifications Words/Photos Jeff Smith

here’s really no better way to learn how to work on cars than by just diving in and turning the wrenches yourself. We make mistakes along the way, but learn some valuable lessons, too. Social media likes to share lots of information, but most of it is pretty tame stuff. So, we’re starting this off as our own version of a tweet or a post that lists some of the cool stuff we’ve learned in the past year.

Not all of these will apply to every reader, but frankly, one good tech tip from a friend that will help save time, money, or aggravation is worth the small amount of effort it takes to read through this collection of tips. If only one of these helps you through a difficult process or saves you some grief, then we’ve done our job. If you have any tips to add to our catalog, give us a shout on our Facebook page: facebook.com/PPNDigital.

Simple Holley carb fix

In the last few years, we’ve noticed a problem with a few of our Holley carbs that sometimes sit around the shop for months before they are used again. In that time, the standard black accelerator pump diaphragm becomes brittle and must be replaced. You can replace it with an identical item from Holley, but your problem will likely reoccur if the car sits for a long period of time. A better idea is to spend a little more money on Holley’s green Viton rubber diaphragm. The 30cc diaphragm is PN 135-10 and costs $9.89. It’s roughly three times the cost of the standard diaphragm, but it will last for as long as you’ll likely own the carburetor, so it’s worth the investment. 38 Power & Performance News / Vol. 8, No. 4

It’s permanent

Bad connection

10 — 10 x 3

A popular conversion for the older GM starter motors is to use the Ford relay and place a shunt or heavy wire between the starter and battery terminals on the GM solenoid. This works okay with the old starters, but this is not good with permanent magnet starter motors. Once any electric motor begins to spin, it becomes an electric generator, as well. With a shunt or connector between the solenoid and the starter motor, the permanent magnet starters will continue to crank after the start key is released — because even this small current will keep the hold-in side of the solenoid engaged — and the starter will not release even after the engine starts. This will quickly damage the starter motor if allowed to continue. Wire any permanent magnet starter with the stock-style wiring, and it will work perfectly.

Don’t gang the power leads to the positive side of the battery. Not only does it look cheesy, but if you are using an EFI or digital controller for an electronic automatic trans, this could potentially contribute to erratic EFI operation. Move the other power leads to a remotely-mounted power terminal and only connect the EFI main power lead to the battery. This will leave only two leads (other than the starter motor cable) to the battery. This is when a dual connection battery (top and side) is a nice addition. Your digital EFI will be eternally grateful and reward you with better and more predictable performance. Always run the EFI ground directly to the battery, as well.

Burp it

Liquid-filled pressure gauges are nice — they are more stable than standard gauges — but beware of the hidden hiccup. These gauges are subject to errors when exposed to high temperatures. This isn’t a concern with high-pressure gauges, such as nitrous bottle pressure. But with a liquid-filled fuel gauge reading single-digit carburetor fuel pressure, always “burp” the gauge before using it. This releases any built-up pressure inside the gauge from the hot liquid. All liquid-filled gauges have a small rubber stopper near the top of the gauge. With the gauge sitting upright, slightly lift one corner of the stopper; this should release any pressure. We do this every time before we use our ZEX nitrous fuel-pressure gauge to ensure accurate readings. We had a learning session where we discovered even a 0.5 psi build-up of pressure will affect the gauge accuracy by that same amount. If you’re tuning nitrous with fuel pressure, a half-psi of error at 5 psi is a 10-percent error factor, which is unacceptable.

This is COMP Cams’ new recommended break-in procedure for flat tappet or hydraulic roller cam engines. Run the engine for 10 minutes at 1,500 to 2,000 rpm and then stop and cool it down for 10 minutes. Then, run the engine again for 10 minutes, and repeat this three times, for a total running time of 30 minutes. The whole process will require an hour and keeps the oil temperature lower overall. For race engines, it’s best to start with lower, break-in ratio rocker ratios (like 1.2:1) and remove the inner valve spring for the first session. Re-install the inner springs for the second session, and finally, the rockers you will be running for the third session. This gradually builds up the load on the rollers and the cam. Don’t forget to use a high-quality break-in oil, like COMP’s ZDDP-enhanced line or Driven Racing Oil (which COMP now sells). PPNDigital.com 39

Take me to the pilot

Octane booster games

Did you know there’s a wrong way to install a pilot bearing? The right way, according to Centerforce’s Will Baty, is to install the sealed end (on the right) facing the transmission. This keeps that nasty clutch dust and crud out of the bearing. It’s a good idea to add a little more grease to the existing bearing, since it comes with only a small amount. Good wheel bearing grease is acceptable. As for pilot bushings, the Oilite bushings should not be lubed, as they are self-lubricating. This design pulls lube out of the material to the surface of the pilot, through open pores, when heated. Adding lube to these bushings will seal up the pores and eventually seize the bushing onto the shaft. An Oilite bushing can be easily identified because it is not magnetic.

When considering a typical octane booster, remember this bit of information. Most octane boosters will claim to increase the fuel octane by “three points,” as an example. Most enthusiasts think this means improving the octane, using the example, from 91 to 94. The reality is that a point of octane is a tenth (0.10) of one octane number. So three points are equal to only 0.30 of one octane. Just be aware of what you’re buying before you lay down your hard-earned cash. This NOS octane booster label claims 7 points improvement — which is better — but it’s still less than one full octane number. 40 Power & Performance News / Vol. 8, No. 4

MSD backup

Here’s the scenario. Your MSD ignition box fails, and you’re left stranded on the side of the road. While carrying around a spare MSD is the simplest way to avoid this, there’s a cheaper and less intrusive alternative. All MSD distributors use a magnetic pickup to trigger the MSD box. This is the same style pickup used in an HEI, as well as Ford and Chrysler electronic distributors. Mount an HEI module to a small aluminum plate to act as a heat sink, then wiring it is as simple as hooking the violet wire from the distributor to the HEI “G” pin and the orange lead from the MSD to the “W,” or signal pin, on the HEI. The two leads on the other side of the HEI module connect to the coil. The positive side of the coil connects to the “B” terminal (battery), while the negative side of the coil hooks to the “C” terminal. You can adapt the wires from the HEI module to a MSD connector (PN 8824, $7.23 Summit Racing) to make the conversion even easier. Make sure to ground the aluminum plate and use some thermal heat transfer paste between the HEI module and the aluminum plate, and you’re ready to rock.

Torque values

Torque values for tightening a fastener will change with the lube you use. For example, Centerforce lists 82 ft.-lbs. as the torque value when using ARP flywheel bolts, but that’s if you use engine oil. If you use Ultra-Torque, the torque value drops to 60 ft.-lbs. because the lube radically reduces the friction between the underside of the bolt and the flywheel. Generally speaking, 50 percent of the applied torque is created by friction underneath the bolt head. Reducing this friction by using the Ultra-Torque applies more torque to stretching the bolt to its required spec. So, it’s critical to understand the difference in lubes and know which one to use with which spec. It might seem a small point, but under-torqueing a fastener like the flywheel bolt might be just as bad as over-torqueing it — perhaps worse when it starts vibrating and shears the bolts off at 6,000 rpm. This graph shows how using engine oil under the bolt head changes the torque value after multiple torque applications, versus how the Ultra-Torque delivers a far more stable application of torque.

Tic-Tic-Tic

That ticking lifter can be caused by dirt that prevents the check ball at the bottom of the lifter piston from properly closing and sealing. This allows the oil to bleed off and produces that clatter sound. This can also be caused by poor oil change habits that tend to gum up the lifter. Sometimes, you can remove the offending lifter, disassemble it, clean the piston, and then the check ball. Edelbrock’s Curt Hooker says you can try high-zinc oil to attempt to clean the debris. We’ve also had success using a quart of ATF, which is very high-detergent oil that can help clean the lifters.

Dielectric grease

Very few people realize what this stuff is. Dielectric grease is designed to insulate errant voltage from escaping from the spark plug boot. The emphasis here is on how to use it. Do not just squeeze a load of this stuff into the spark plug boot. Instead, use a cotton swab or a small straight screwdriver to apply a light coat to the inside of the plug boot. This will keep the dielectric grease away from the spark plug wire connection, where you don’t want it. This grease on the spark plug connector will attempt to insulate the connection.

Watching cable

On older muscle cars, it’s best to lubricate the speedo cable every 30,000 miles or so to allow it to turn freely. If you ever see a cable that appears to have been melted, this is caused by a poor ground between the battery, engine, and the body. During cranking, the electrical system is looking for the shortest ground or return path, and if the ground cable is bad, much of that amperage will run right through the speedometer cable, creating heat and melting the cable. The clues are there if you pay attention to them.

PPNDigital.com 41

LOMA not LMAO

How to mount a trans cooler

4L60E spotter’s trick

Many LS engines built after 2012 come with what GM calls Active Fuel Management (AFM), also known as displacement on demand (or DOD). If you plan to change the camshaft in one of these engines, you will also have to disable the AFM system. This will require eight new non-AFM lifters, and you must also block off the oil passages in the tall stands, in the middle of the valley cover, that feed oil to the Lifter Oil Manifold Assembly (LOMA). To delete the AFM, the oil passages in the stands must be plugged to prevent massive internal oil leaks. Lingenfelter Performance Engineering sells a tool that rivets the AFM holes closed — PN L950105305 is $79.99, and extra rivets (PN L960225305) are $19.95. This is a permanent repair. Other alternatives include drilling and tapping each stand to close with an Allen plug, which you should only do if the engine is completely apart (to prevent aluminum chips from falling into the engine). The simplest step is to use a non-AFM LS3 lifter cover — PN 12598832, $51.97 through Summit Racing. The cover offers O-rings that seal the top of the stands and prevent oil from escaping.

With a typical automatic transmission cooler, there are several ways to mount the cooler. Our photo shows the best way, with the inlet and outlet fittings positioned at the top of the cooler. This way, any air bubbles that might be created will have a chance to be pushed out. Another acceptable position is if we turn this cooler 90 degrees in either direction. The only position you don’t want is placing the fittings pointing downward. This will allow trapped air to remain in the cooler, reducing its efficiency. This might seem a small thing, but it’s important if you want to obtain maximum efficiency from the cooler. Of course, this also means your trans will operate at a lower temperature, which is also a very good thing.

Don’t use race oil on the street

We got this tip from Keith Jones at Total Seal. Using race oil on the street may not be a good idea. While the added zinc is good for flat tappet cam engines, the problem is a lack of detergents. Race oils are designed to be changed often, so the detergent levels are drastically lower. Detergents are what clean the engine and actually work to reduce the effects of zinc. According to Jones, excessive zinc accumulates in the crosshatch pattern of the cylinder wall and can lead to excessive oil usage as the oil rings are overpowered. If you suspect this as a problem, Jones says try using Shell Rotella diesel engine oil for a one-time use; it has very high detergents used to clean the soot from diesel engine combustion. The higher detergent level will clean out the zinc and reduce oil usage back to normal levels.

Let it bleed

When installing a new power steering box, it’s important to bleed the air out of the system before starting the engine. This prevents pumping air through the system that can take hours to stabilize. Jack the car up so the front tires are off the ground. Fill the power steering pump reservoir with fluid and slowly turn the steering wheel to full lock in each direction. Air will exit through the reservoir as large bubbles, and you will likely need to refill it several times. When the large air bubbles no longer appear, most of the air is probably out of the system. Start the engine and slowly turn the wheels a few more times. Check the fluid level, and you’re ready to go. If you don’t remove the air from the system before starting the engine, the extreme hydraulic pressure creates foam, which causes the pump to growl and will require long hours to eventually bleed out of the system.

The 4L60E comes in two different cases. One is for the small-block Chevy in early vans and Chevy/GMC pickups up to approximately 2003. The more modern version is the LS version, which offers different case dimensions. The transmission cases come both one-piece and two-piece with detachable bellhousings. These different bellhousings will interchange between transmissions, but the converters do not because the input splines are different. LS engines used a larger 300mm converter, so older trans will not accommodate the larger converter. The photo is for an LS-based 4L65E that is notable with the bolt hole at the very top. The small-block Chevy version does not have a bolt hole at the peak. Note also the LS version pattern is missing a bolt hole at the 10 o’clock position. 42 Power & Performance News / Vol. 8, No. 4

Let’s get vertical Never mount round, oil-filled coils horizontally, as they can easily overheat. Oil is what keeps these coils cool, but they were designed to be mounted vertically. If this isn’t possible, convert to an E-core coil style. This design can be mounted in any orientation.

Copper gaskets

Sometimes, those copper brake hose sealing washers don’t seal like they should. Our longtime buddy, Bill Irwin, says he often hits them up with a propane torch to make them softer before bolting them in place allowing the soft metal to more easily seal to the caliper. If the calipers are used, make sure the caliper sealing surface is flat and free of burrs. Also pay attention to offsets that are sometimes present in the hose on the caliper end. Make sure the offset doesn’t pinch part of the hose to the caliper.

Prime the pump – LS style

When starting a brand new late model LS engine, there’s no easy way to pressure lube the engine. GM recommends you remove the spark plugs and spin the engine over with the starter to get oil pressure up before starting the engine, but this doesn’t always work. That’s because the oil pump really needs to be primed first. There’s an easy way that we learned from Melling to pre-fill the oil pump on LS engines. There’s a small oil pressure fitting toward the front of the driver side of all LS engines. Remove this plug and stick a length of 3/8-inch rubber fuel hose into this hole. Then, use a small funnel to pour a few ounces of engine oil into this passage. This leads directly to the oil pump and will pre-fill the pump. After replacing the plug, crank the engine; it should achieve oil pressure almost immediately.

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44 44 Power Power&&Performance PerformanceNews News/ Vol. / Vol.8,8,No. No.4 4

Jason Massey’s MetalWorks-built 1968 Pro Touring Firebird Words/Photos Chadly Johnson

e’re sure you’ve all heard the expression “sibling rivalry.” When it comes to siblings, it often seems that one will get more attention than the other. So is the case with GM’s F-Bodies — Camaro and Firebird. Camaros have always had the limelight, Firebirds treated more like forgotten little brothers.

Dressed in Arctic White, this 1968 Pontiac Firebird strikes a perfect Pro Touring pose, just as owner Jason Massey intended.

PPNDigital.com 45 PPNDigital.com 45

This angle tells many tales. Note the perfect body ride height courtesy of RideTech suspension. Forgeline wheels and massive BFG tires fit within the rear fender wells, due to mini-tubs installed by MetalWorks.

As time has passed, however, the popularity of some of GM’s “less popular” car lines has begun to grow. Perhaps that’s due to their more affordable status, or maybe folks are finally getting tired of Camaros and want to find something a little less common. Whatever the case, Jason Massey has a 1968 Firebird that would stand out in a crowd regardless of its company.

Massey has always been drawn to the Pontiac line of cars, having owned several second gen specimens during his younger years, but never the more allusive first gen. After taking a pause from cool car building for a few years while raising a family, he stumbled across a local 1968 Firebird at just the right time in his life. His new purchase was a pretty clean

The 505c.i. Butler Performance small-block Chevy features Edelbrock cylinder heads and FAST fuel injection. Total output is 651 hp. 46 Power & Performance News / Vol. 8, No. 4

“Arctic White” driver-quality car with a few known rust issues. After a simple cleanup of the engine bay to get it running and looking better, Massey began pondering a suspension upgrade. While researching suspension possibilities, he discovered the world of Pro Touring — and loved it. With a grander vision for the build now in mind, Massey started collecting parts for several years, which included the purchase of a RideTech suspension and a 505c.i. Butler Performance small-block engine pushing 651 hp at 5,800 rpm. With a good stash of parts on hand to start the build, Massey disassembled the Firebird down to a bare shell and had the body blasted. What he discovered was a level of body repair simply beyond his capabilities. With a shift in focus now towards finding a shop to complete his vision of a Pro Touring Firebird, Massey was intrigued by the build of a 1978 Trans Am he had been following on protouring.com. The Trans Am build-up had been the handiwork of the artisans at MetalWorks Classic Auto Restoration in Eugene, Oregon. Inspired by his online research of the company, Massey made a call to the MetalWorks founder and owner Jon Mannila. Mannila cre-

Looking to all the world like a factory-delivered interior, the integration of new and old come together in this leather wrapped cockpit.

ated a plan for the Firebird that was exactly what Jason was looking for. Game on. Three months later, the Firebird arrived at MetalWorks for a full Pro Touring transformation. The Firebird was to retain its classic looks, but with modern performance abilities. Massey also wanted to add in a few one-off features to set the car apart. MetalWorks got busy and sent the body off to their acid dipping facil-

The front headlight-enveloping bumper has been painted Arctic White to match the rest of the body. The look is a precursor to the Firebirds that would arrive two years later that used body color Enduro bumpers.

ity. Since this was a full restoration, the MetalWorks program is always to start at a bare metal, ground zero level. Once dipped, the crew got busy with the extensive metal work, most of which was due to previous damage and rust. It was at this point that those oneoff touches started to take shape. The most notable upgrade was the flush mounted windshield and back window. For this phase, Fesler windows

were installed and all rain gutters removed for a smooth bodyline. A custom lower front valance housing the relocated turn signals was fabricated, and a 1968 Camaro rear bumper was narrowed and tucked in tight to the body. A flush-mounted gas door from East Bay Muscle Cars was also installed. Next, RideTech front and rear suspensions were mounted up and rear mini-tubs installed, allowing room for the Forge-

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Note the perfect fender and hood gaps that resulted from exhaustive efforts to achieve perfect panel alignment. The factory hood scoop recesses were painted black to match the center striping.

The more you look at the details of the interior, the more you realize the painstaking efforts expended to achieve perfection. The Speedhut gauges provide key information about vehicle status, and the center console is equipped with all the controls to operate the Vintage Air A/C unit.

If the devil is in the details, then this is one devilish Firebird. The rear bumper was formerly attached to a Camaro, but was modified and tucked tight to the ‘Bird’s back end.

line GW3 rims wrapped in meaty BF Goodrich 315/30ZR18 tires. Up front, 245/40ZR18 tires were used. Before leaving the fabrication shop, all the Firebird’s sheet metal was gapped, making for perfect fitment of all panels and doors. Once in the body shop, the Firebird’s exterior was treated to hours of skilled bodywork before being sprayed in coats of Diamont paint. The color chosen was once again Arctic White, but this time accented by unique stripe work sprayed between the base and clear coats. Eric

a Detroit TruTrac housed in a Ford 9-inch rear end utilizing 4:10:1 gears. Moving inside, the Firebird’s cockpit features an OEM-styled interior that has been upgraded with leather seats, a custom console, and builtin AC controls. The combination is comfortable and functional, the handiwork of Jon Lind Interiors and MetalWorks. Vitals are monitored through Speedhut gauges, and Massey is kept cool thanks to a Vintage Air unit. Massey is not much of a car show guy; the Firebird is mostly for personal use and enjoyment. Regardless, he has received plenty of enjoyment from this car. The Firebird delivers on all levels: classic looks with modern styling mixed in. The car’s performance exceeds all expectations. This is the type of car you can drive all day long with great reliability and comfort, but with wicked levels of power when you mash the throttle. It sounds like the best of both worlds, the true definition of ProTouring. That is exactly what Massey wanted.

Brockmeyer, who designed a beautiful rendering of the conceptualized Firebird, created the one-off paint scheme. Once the body was wet sanded and buffed, it was sent to MetalWorks assembly bay, where it really began to take shape. The Butler engine was mated to a TREMEC 6-speed transmission utilizing a Centerforce DYAD clutch. The massive mill is fed by a FAST EFI system, with spent fuel exiting through stainless steel Doug’s headers and Flowmaster mufflers. All the power is put to the pavement with

Subtle graphics dress the exterior and flow from tip to tail. The Pontiac sits just right, the perfect balance of great looks and excellent handling ability. 48 Power & Performance News / Vol. 8, No. 4

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Wheeling in the years Year One, Oversized Vintage Wheels So, you love that classic wheel look, but running 15-inch rims just won’t cut it for today’s restomod crowd. The folks at Year One have the perfect answer with their lineup of classic wheel designs in 17and 18-inch diameters. Designed to bolt up to that classic 5x4.75-inch bolt circle (that no one seems to carry anymore!), the wheels offer that deep dish appearance muscle car fans love. These two-piece wheels are durable and strong and feature better than OE appearance. Custom order back spacing is also available to ensure the perfect fit and look. yearone.com 800.932.7663

Crank it up Lunati, Signature Series LT1 Gen 5 Crankshafts Lunati has designed crankshafts to handle the added load that comes with increased displacement and horsepower (proven over 1,500 hp) in LT1 Gen 5 engines. They are constructed from 4340 forged steel and feature nitrided and micropolished journals for added lubricity and strength for extreme performance, as well as contoured wings to help reduce windage inside the crankcase. Gun drilling reduces overall weight, as well as rotating inertia. Available in a variety of stroke lengths, in addition to short and long snouts, each Lunati LT1 Gen 5 crank includes the 58-tooth reluctor for timing purposes. lunatipower.com 662.892.1500

A head of the pack Edelbrock, Victor Chevrolet LS-R Cylinder Heads Edelbrock’s Victor LS-R CNC cylinder heads are ideal for use with Chevrolet Performance LSX and similar engine blocks in ultra-high-performance competition applications. The heads are fully CNC machined from a Pro-Port Raw A-356 aluminum casting and then Hot Isostatic Pressing (HIP) processed for superior strength, durability, dimensional stability, and exceptional finish quality. For added flow, the exhaust port flange has been raised 0.875 inch and includes deeper rocker-bolt holes for improved support and stability at high rpm. For DIYers, their Pro-Port Raw version #770469 is available for custom porting applications. edelbrock.com 800.416.8628 50 Power & Performance News / Vol. 8, No. 4

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5 lugs are better Wilwood, New 5x5 Front Disc Brakes for Pinto/Mustang II

Automatic ride control Level Ride, Air Suspension Controller The new Level Ride Air Suspension Controller provides voice or touchscreen control of pneumatic and hydraulic suspension systems. The Android-based 5.5-inch wireless touchscreen control unit works with a vehicle’s existing adjustable suspension. For failsafe operation, the system senses vehicle battery voltage and automatically goes into sleep mode as required to prevent vehicle and control unit discharge. Level Ride sensors monitor both corner height and system pressure to level the vehicle on uneven ground. The kit includes the touchscreen, voice-actuated controller, an ECU, height and pressure sensors, an override switch, mounting hardware, and wiring harnesses. Systems are available for both four-corner (shown) and rear-only adjustable suspensions. levelrideairsuspensions.com 702.778.3878

Hellcat hero QA1, Challenger SRT Hellcat Carbon Fiber Driveshaft Designed to optimize strength and high-speed capability while still providing weight savings over stock, QA1’s carbon fiber driveshafts for 2015-2017 Dodge Challenger SRT Hellcats are certified to the SFI 43.1 specification and rated for vehicles with up to 1500 hp with a max torque of 1000 lb-ft. These one-piece, bolt-on driveshafts feature a flange yoke rear attachment, a high speed CV joint on the front and a Spicer Life Series 1350 U-Joint for maximum strength and no maintenance. A new version of QA1’s 3M Matrix Resin was designed specifically for high-temperature applications, ensuring ultimate torque capacity under the most extreme conditions. qa1.com 952.985.5675

Wilwood now offers four new brake kits for the OE-style Pinto/Mustang II spindles, along with an all-new replacement ProSpindle for Mustang II style suspensions that greatly increases the strength of these popular front ends. These kits offer Wilwood’s high-tech styling and proven big-brake performance, along with a new hub configured specifically for 5x5-inch stud pattern wheels. They feature vented rotors in either the HP smooth face or SRP drilled and slotted design. Both kits offer the option of four-piston FDLI or six-piston DP6 calipers in 24 different colors to personalize any custom street, strip, or show-quality hot rod project. wilwood.com 805.388.1188

Double down Driven Racing Oil, Defender + Booster Fuel Additive A new additive from Driven Racing Oil provides a wide variety of protection and performance enhancements for gasoline-powered engines. Defender + Booster Fuel Additive not only raises the octane in unleaded fuels, it also reduces valve seat wear and protects against the corrosion deposits common with today’s gasoline. The product features corrosion inhibitors that control combustion chamber residue, as well as clean and preserve surfaces of the fuel system. By cleaning and controlling combustion chamber and intake valve deposits, Defender + Booster Fuel Additive protects against detonation and improves fuel economy. It is ideal for all carbureted and fuel injection vehicles, including motorcycles and marine engines. Each 10-ounce bottle treats up to 25 gallons of gasoline, and regular use has been proven to lower emissions. drivenracingoil.com 866.611.1820

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Ten-rib grip Kenne Bell, Ford Coyote 10-rib Serpentine Belt System

Timing it just right FAST, XDi Sportsman Distributor Regardless the rpm, FAST’s XDi Sportsman Distributor is designed to provide extremely stable ignition timing in high-performance applications such as street/strip, drag race, oval track, and off-road racing. Each distributor’s precise billet construction and hand-assembled parts — a precision housing, shaft, and bearings — maintain consistent end play to eliminate timing fluctuations. A proprietary optical pickup ensures an accurate trigger signal is delivered at all rpm. Available with a hardened steel, bronze, or composite gear, or without a gear entirely, the distributors are compatible with magnetic trigger ignition boxes and performance ignition coils. Available for most domestic V-8 applications in either small- or large-cap versions. fuelairspark.com 877-334-8355 52 Power & Performance News / Vol. 8, No. 4

Large displacement superchargers deserve a drive system capable of delivering maximum horsepower. Kenne Bell’s new 10-Rib Drive ensures you achieve the maximum output possible from 3.6, 4.2, and 4.6L KB Liquid Cooled superchargers when used in 2011-17 Mustang Coyote 5.0L engine applications. Kenne Bell also offers a 10-Rib kit for 2.8T and 3.2T supercharger systems. In recent testing with the new KB 10-Rib kit by Boostworks in Katy, Texas, the Kenne Bell drive was capable of handling 1349 rwhp and 1,004 lb-ft of torque with a 5.0L Coyote-powered Mustang. kennebell.net 909.941.0985

Racing-inspired rockers COMP Cams, SPR Radius Tip Rocker Arms COMP Cams borrowed design techniques from NASCAR and F1 to develop a cast tool-steel line of rocker arms that are 30 percent stiffer than the baseline OEM rocker design for maximum rigidity and dynamic stability. SPR Radius Tip Rocker Arms feature sculpted, thin-wall construction and a centered multi-radius valve tip that reduces sweep across the valve by 400 percent. They are offered with assembled needle bearing or bushed trunnions and serve as a direct bolt-on to OEM trunnion stands for GM LS1 and LS3 engines. Even with an increased ratio — 1.77 straight for LS1 and 1.77 offset for LS3 — for more lift and area, they are virtually interchangeable with stock ratios due to improved dynamics and less loft. The design also provides three times less moment of inertia than competitor aluminum roller tip rocker arms. compcams.com 800-999-0853

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Shed pounds, not strength TCI Automotive, 29.2 Lightweight Flexplates TCI Automotive’s latest onepiece flexplate offers heavy-duty strength with less weight for high-rpm small- and big-block Chevrolet, as well as GM LS applications. The SFI 29.2-certified flexplate is made from 4140 forged steel and features a hobbed-on ring gear, laser-welded converter spacers, and E-coating for corrosion protection. Gas nitriding provides for extra surface hardness and strength while CNCmilled pockets and lightening holes reduce the flexplate’s rotating mass and drop overall weight. The SBC/BBC flexplate weighs just 5.3 pounds, while the LS flexplate weighs 6.11 pounds. Built to withstand 12,000-plus rpm, the flexplate is a heavy-duty OEM replacement that accepts a converter with LS1 or small- or big-block Chevrolet bolt pattern. tciauto.com 888.776.9824

Control the pressure Baer, Residual Pressure Valves Baer Brake Systems Residual Pressure Valves are designed to retain a minimum brake line pressure in applications using drum brakes and where master cylinders are mounted below the centerline of the brake caliper. Available in 2- and 10-pound configurations, these high-quality valves are laser-etched, machined aluminum and will deliver years of trouble-free service. For added convenience, the valves can be purchased with either 3/8-inch or 3AN sized fittings to make them a simple bolt-up for most braking configurations. baer.com 602.233.1411

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Power adder clutch control Centerforce Clutches, DYAD DS Clutch Kit Centerforce Clutch’s new DYAD DS Twin-Disc clutch fits Chevrolet Performance 454 and 502 big-block crate engines. This fully dampened clutch system was developed for vehicles pushing extreme power levels after the addition of turbochargers, superchargers, or nitrous. Engineered to deliver superior clamp load with light pedal effort and smooth engagement, the clutch utilizes Centerforce’s patented Ball Bearing Pressure Plate and twin-disc design. The 10.4-inch pressure plate also includes the company’s patented Centrifugal Weight System, which helps the clutch kit hold up to 1,300 lb-ft of torque. The clutch discs feature segmented “puc”-style facings on both sides, to provide increased holding capacity and longevity. centerforce.com 928.771.8422

Spin and win Manley, Big-Block Chevy Rotating Assemblies The right part for the job is always important when building big power. Big-block Chevrolet fans can relish in the fact that Manley Performance offer 23 different BBC assemblies in various bore sizes and strokes. All Manley crankshafts are forged from 4340 alloy steel, come with or without center counterweights, and are available in six different strokes that range from 4.000 to 4.750 inches. Combining this system with a variety of Manley’s Platinum Series pistons with bore sizes up to 4.625 inches and a displacement of 632c.i. is possible. manleyperformance.com 800.526-1362

Boost the volume RHS, Pro Elite Big Port LS7 Heads Big engines make big power, but often cylinder heads don’t provide the necessary flow characteristics for large power plants. RHS Big Port LS7 Cylinder Heads solve this problem. They are the only raised runner aftermarket LS7 heads with the runner volume to support large cubic inch applications, yet are still able to utilize both production and aftermarket intake manifolds and valve trains. Intake ports (307cc) are raised .220 inch from the stock location for a straight line of sight into the cylinder. The aluminum, CNC-ported heads also feature a .750-inch-thick deck surface and reinforced rocker rails, which make them perfect for high-horsepower and boosted applications. The popular six-bolt head design is compatible with RHS’ LS Race Block, GM LSX Block, and OEM GM LS blocks. racingheadservice.com 877.776.4323 54 Power & Performance News / Vol. 8, No. 4

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Got ya covered Heatshield Products, db Stealth Armour Sound & Heat Protection Controlling heat and sound inside a vehicle usually requires the installation of two separate products, or one product that’s bulky and heavy. db Stealth Armor combines the acoustic damping properties of db Armor with the thermal barrier properties of HP Stealth Shield in a lightweight, thin product that’s easy to install. Adding more dead weight than is necessary is never a good thing, especially if the vehicle in question will be used for competition. With just one product, you can quiet things down inside your ride and keep out the heat with minimal weight increase. heatshieldproducts.com 844.723.2665

Precision lifting Crane Cams, Ultra-Pro Solid Roller Lifters Thanks to electro-discharge marching, the bearing assembly in Crane Cams’ Ultra-Pro Solid Roller Lifters receive a constant flow of pressurized oil through a precision hole aimed at the needle bearings. Those needle bearings are also precision sorted by size to evenly distribute load and prevent wear or failure. A tool steel axle prolongs the life of the roller assembly, while a removable link bar provides utility and safety. The lifters are available in both .842- and .904-inch diameters. cranecams.com 866.388.5120

PPNDigital.com 55

Tech TALK

Bolt-ons vs the Bottle 5.3L LS upgrades Words / Photos Richard Holdener

e will start by ending the suspense, as we had no intention of choosing between bolt-ons and the bottle and instead applied both to our 5.3L LM7. In fact, we went one better and stepped up the displacement, as well. But technically speaking, the stroker components fit nicely in the bolt-on category anyway.

What adds more power to your LS, bolt-ons or the bottle?

56 56 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 44

We all know that the right heads, cam, and intake will yield substantial performance dividends on almost any motor, but certainly on an LS application. When you combine the airflow improvements with increased displacement, things get even better. Now, if you top all that off with some Zex happy juice, you wind up with

one seriously fortified 5.3L. While the discussion here has been primarily about power production, the combination also improved both idle quality and drivability. Let’s not forget the abundance of torque offered by the extra cubic inches, as the lowspeed grunt is even more useful than peak power gains. Think about how

To get thing started, we ran our stock 5.3L LM7 on the engine dyno with headers, an open throttle body, and Meziere electric water pump. The otherwise stock 5.3L produced 353 hp at 5,200 rpm and 384 lb-ft at 4,300 rpm.

The 4.0-inch, forged stroker crank was combined with 6.125-inch forged rods from Speedmaster.

The stroker also received a set of Total Seal rings to ensure adequate sealing once we added the Zex nitrous kit.

We took our bolt-on route to the extreme by machining the 5.3L block to accept a “bolt-on” stroker kit.

Mahle supplied a set of forged, flat-top pistons for our 383 stroker.

ATI supplied this Super Damper for our 383 LS application. Make sure to follow the installation instructions and torque every bolt in place before running the damper. Our damper had three bolts yet to be installed.

many times you rev the motor out to redline versus the times you just stab the throttle and motor through the mid range. Yep, strokers are fun in the sun, and a nitrous-injected version can be even more so. How is a stroker able to improve idle quality and drivability, you ask? The key is the effect displacement has on relative cam timing. If we modified a typical 5.3L with ported heads, wilder cam timing, and a decent intake manifold (like our FAST LSXRT), the result would not only be a motor looking to make peak power up near 7,000 rpm, but one with reduced idle quality and drivability. Such is the trade off when making big power with little motors. By contrast, if we increase the displacement of the 324c.i. 5.3L to a solid 383c.i., the extra displacement actually tames the cam timing. Using the same components as the high-rpm 5.3L, the larger 383 will make peak power much lower and will have much-improved idle quality and throttle response. Stab the throttle, and instead of waiting for the little 5.3L to come on the cam, you are rewarded with an abundance of torque. Remember, the stroker adds

power everywhere, from right off idle all the way to redline. A little math tells us if we built a 475-hp 5.3L, using heads, cam, and intake, it would equate to 1.466 hp per cubic inch. If we applied that same efficiency to the larger 383, we would get 561 hp. Bigger really can be better! To achieve the proper combination of displacement and efficiency, we started by disassembling and machining the 5.3L to accept stroker components from Speedmaster and Mahle. The 4.0-inch stroker crank and forged 6.125-inch rods came from Speedmaster, while the forged, flat-top slugs were supplied by Mahle. The 4.0-inch crank combined with the 3.905-inch bore produced a finished displacement of 383 inches. This stroker was fortified with a COMP 281LR HR13 cam that provided a .617/.624 lift split, a 231/239-degree duration split, and 113-degree lsa. The cam was combined with new drop-in replacement lifters and hardened pushrods from COMP Cams. The short block was topped with a set of CNC-ported LS heads from Speedmaster. The CNC heads flowed over 300 cfm, or more than enough

to support our power needs. The heads were treated to a dual valve spring package that provided adequate pressure and coil-bind clearance for our cam profile. Feeding the heads was a FAST LSXRT intake and matching 102mm Big Mouth throttle body. Controlling the 75-pound FAST injectors was a FAST XFI/XIM management system. Run in anger after the build and break-in, the 383 produced 544 hp at 5,900 rpm and 514 lb-ft of torque at 4,800 rpm. That represented a sizable jump over the 353 hp and 384 lb-ft of torque produced by the stock 5.3L. Now it was time for some Zex! The Zex Perimeter Plate Blackout system was designed specifically for LS applications. The trick system featured a unique intermediate plate designed to sandwich between the throttle body and intake manifold. The design team at Zex even went so far as to make the plate a direct fit for all 90mm (factory) and larger after market manifolds. This obviously included the FAST LSXR and LSXRT intakes. Credit a machined (O-ringed) insert for the adjustability to step down the 102mm opening to fit the smaller PPNDigital.com 57

Our stroker received a COMP 281LR HR13 cam that offered a .617/.624 lift split, a 231/239-degree duration split, and 113-degree lsa.

Though full roller rockers are available for LS applications, we elected to stick with the factory rockers on the 383.

Speedmaster also supplied a set of CNCported, cathedral-port, LS-based heads for the build up. The heads were treated to a dual-spring package and titanium retainers.

Topping the ported heads on the 383 stroker was a FAST LSXRT intake and matching 102mm Big Mouth throttle body.

The CNC program was also applied to the exhaust port, as all the airflow into the motor must also find a way out.

Run on the dyno with long-tube headers, the modified 383 stroker produced 544 hp at 5,900 rpm and 514 lb-ft of torque at 4,800 rpm. So far, the bolt-ons were working well.

90mm throttle bodies and intakes. Online information indicated that the Zex Perimeter Plate system offers a number of interesting and potentially powerful design features, including Perimeter Injection, Cryo-Sync, and Airflow Enhancement technology. The Perimeter Injection employed 12 separate injection points that combined both nitrous and fuel to optimize atomization and distribution in the manifold. The introduction of nitrous at -127 degrees effectively turned the plate into a Cryo-Sync (or heat isolator). The high-pressure flow nitrous through the spacer plate also worked to create a low-pressure zone to further enhance airflow into the motor.

For our test, we set up the Perimeter plate system with jetting to supply an additional 150 hp. The Zex system is adjustable from 100 to 250 hp, so the available jetting had no problem supporting our power needs. We heeded the advice supplied with the nitrous kit and retarded the timing by six degrees for the 150-hp shot. To hedge our bets, we splashed the 91-octane pump gas with some 100-octane Rockett Brand race fuel. The 383 relied on a manual throttle body for this test, but it is important to point out the Zex Perimeter Plate system was also designed to run on drive-by-wire applications. All we can say is we love testing nitrous, as acti-

58â&#x20AC;&#x192; Power & Performance News / Vol. 8, No. 4

The boost-in-a-bottle portion of the equation was supplied by Zex, in the form of their Perimeter Plate. The trick plate featured an insert (with O-ring) to size the opening for the desired throttle body. The plate was even labeled for proper orientation.

Both the fuel and nitrous solenoids were bolted in place to the FAST intake manifold. The kit featured black braided lines to feed nitrous and fuel from the solenoids to the jetting on the Perimeter plate.

Run with the Zex Perimeter Plate equipped with 150-hp jetting, the nitrous-injected 383 produced 695 hp and 696 lb-ft of torque.

vation of the kit brought with it a jump in power to 695 hp at 5,900 rpm and 696 lb-ft of torque at 5,000 rpm. Upon activation, the Zex Perimeter Plate kit offered consistent gains through the tested rev range. The modified stroker offered plenty of power over the stock 5.3L, but what really made it sing was the Zex nitrous kit. So which is better, bolt-ons or the bottle â&#x20AC;&#x201D; the answer is obviously both! Sources: ATI, atiracing.com; COMP Cams, compcams.com; Edelbrock, edelbrock.com; FAST, fuelairspark.com; Holley/Hooker, holley. com; Mahle Motorsports, mahlemotorsports. com; MSD, msdignition.com; Speedmaster, speedmaster79.com; Total Seal Rings, totalseal.com; Zex, zex.com

5.3L-Bolt Ons plus Displacement

The combination of bolt-on performance equipment and the hike in displacement had a positive effect on the power output of the 5.3L. After adding the new crank, rods, and pistons to increase displacement to 383c.i., then topping it with Speedmaster CNC heads, a COMP cam, and FAST LSXRT intake, the power output of the 5.3L jumped from 353 hp and 384 lb-ft of torque to 544 hp and 514 lb-ft of torque. That represented a gain of nearly 200 hp. Where the motor made peak power climbed by 700 rpm, while the torque peak occurred 500 rpm higher. When it comes to power, it is tough to beat the combination of cubes, cam, and compression.

383 Stroker-NA vs Zex Nitrous (150-hp shot)

Adding the Zex Perimeter plate had a positive effect on the 383 stroker. With the modified motor already thumping out over 540 hp, the Zex nitrous kit improved the power to 695 hp and 696 lb-ft of torque. The power output jumped the moment we activated the kit, and continued to improve by roughly 150 hp through the entire curve. Nitrous is amazing and affordable, and this nitrous-injected stroker would be a serious contender out on the streets.

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Carson Hocevar, 2017 JEGS/CRA Rookie of th Year Words Cam Benty

s you read this article, Carson Hocevar is about to attend his first driver’s education class near his home in Portage, Michigan. What that means is the 2017 Berlin Raceway Super Late Model Champion is just now of the age when the State of Michigan will allow him to slip behind the wheel of the family car, with an instructor in the passenger seat, and learn how to drive. Seems kind of silly, doesn’t it? Hocevar’s list of accomplishments is certainly amazing and stretches back to his quarter midget days when the 6-yearold would take the wheel and race to the

Career Highlights Winningest USCA Quarter Midget Driver in History 11 USCA Quarter Midget National Championships 15 Midwest Quarter Midget Regional Championships 200-plus Quarter Midget Feature Victories 5 feature wins, 13 top 5s, and 9 fast times in 2017 JEGS/CRA All-stars tour 2017 JEGS/CRA All-Stars tour Rookie of the Year Set CRA Late Model Track Record in first JEGS/CRA race at Berlin Speedway when he was just 13 years old

Carson Hocevar has been a regular occupant of the winner’s circle, here after winning the the 2017 Kalamazoo Klash. At only 15 years old, his skills behind the wheel are amazing. 60 60 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 44

The slippery and fast Super Late Model competition at Berlin Speedway is one of the toughest in the nation. Here Carson’s red race car is staged next to the #51 car of Kyle Busch. Like we said, the competition is tough!

checkered flag. Working through various levels of competition, shepherded by parents Scott and Amy and mentored by racer Johnny Benson, Hocevar’s talent behind the wheel is proving out. How talented? This year, the ninth-grader from Gull Lake Partnership will not only take JEGS/ CRA All-Stars Tour Rookie of The Year honors, but also locked himself into the Championship finale at Winchester Speedway, where a tire took him out of the race with 28 laps to go. “I was about 2 years old when I first began watching racing on TV,” Hocevar, 15, says. “I knew right then that this was something that I wanted to do. This year is the biggest of my career with the win in the Pro Late Model competition at Winchester Speedway Labor Day weekend.” Benson, an accomplished NASCAR competitor and family friend, has been a big help to the Hocevar team for a number of years, honing Carson’s skills in competition. The two accomplished racers were first introduced when Carson’s father purchased one of Benson’s old race cars. “I think Johnny Benson saw that I was serious about my racing early on and became a great teacher,” Hocevar says. “There were a lot of things that I learned from him, but one of the most was how to communicate. He made it clear that I had to quickly relay

feedback about the car’s condition and handling to the pit crew, to avoid forgetting key things that could help them improve the setup. It’s easy to forget things that happen because things are happening so fast in racing. The more time you allow them to make adjustments, the better. “The biggest turning point in our season happened at Winchester, Indiana,” he continues. “We struggled early on during that race and kept getting pushed to the bottom of the track. Unfortunately, the high line is the fastest around that track and I just could not get there. Eventually, we got a few breaks and some things opened up. I finally found myself in the right place at the right time. That was our biggest win of the season and set us on course for a championship run.” This season has been huge for Hocevar, who now sets his sights on the future, which includes enlarging the 2018 travel schedule to further challenge his racing skills and add to his long list of accomplishments. With the guidance of KBR Development and an all-veteran supporting cast including Zach Dunson and Mike Bursely, his chance for additional wins is assured. There is one twist: This year, Hocevar could find himself qualified to drive the tow vehicle for his race car — and that’s quite the accomplishment.

Carson’s Car The Scott’s Racing Super Late Model pavement race car that Carson Hocevar pilots features a KBR Development-tune, VanDoorn Racing Chassis, and a McGunegill Racing Engine small-block Chevy for power. As with all of the Scott’s Racing race cars, Driven Racing Oils are exclusively used. “We’ve been using Driven Racing Oil since 2004 and have had zero failures so far as a result of lubricant issues,” notes Zach Dunson, crew chief for the Scott Racing Team. “I feel that we get better wear from our differential, Hightower transmissions, and other components with their lubricants. We are very pleased with their products.” And there are many Driven products in use: • XP9 10W-40 Motor Oil • 75W-110 Racing Gear Oil • Spline Grease (For Cambered Rear Axle Pins) • MTF (Manual Transmission Fluid) • CSP Coolant Protector • Race Wax • Speed Clean • Brake & Parts Cleaner • Speed Lube

Sources: Driven Racing Oil, drivenracingoil.com PPNDigital.com 61

ballistic s it s e li e b t n a li a eper V

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The classic lines of the 1963 Valiant hide the serious amount of work completed on the little Mopar.

62â&#x20AC;&#x192; Power & Performance News / Vol. 8, No. 4

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hings are not always as they seem. That adage is truer today than ever. And with car construction, that is often a pleasant position. Such is the case with Mike and Ris’e Sahr’s ’63 Plymouth Valiant. The Vandalia, Illinois, couple’s vision for the classic Mopar may not have been the same initially, but how the original Slant Six-powered Plymouth transformed from simple transportation to Silver Bullet is an amazing saga. The car was originally purchased from Country Classics in Stanton, Illinois, with the plan to drive it and enjoy the back to basics feel of the Valiant and all its glory. The three-on-the-tree, three-speed manual transmission endeared the little car to Ris’e, who thought the classic shifting action was cool. Little did she know what was in store.

Even from above the ‘Sil ver Bullet’ Valiant looks to all the world like a nic restored Plymouth. The ely blue interior is a traditio nal touch with the Sahrs.

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The RMS suspension system is a huge upgrade from the factory unibody and gives the Valiant the perfect rake. Very cool.

To back up a minute, the Sahrs are not rookie Mopar pilots. Their 1966 Plymouth Belvedere I featured a full race 426 hemi engine and a 727 automatic transmission. The car was amazingly fast and spent its entire time at the race track. Sadly, it left the family fold in 2000, making way for changes to the Valiant. The Valiant was a super clean car when purchased, no rust anywhere in the chassis, probably the result of the car’s Georgia origin. In fact, the odometer readout was only 16,134, and the Sahrs believed that to be the original mileage. From the looks of the car, some little old lady, as the song goes, probably owned the car and only used

it for runs to the store and to church. Lucky news for the Sahrs. So with the garage now empty of the racing Belvedere I, it was time to determine just how to tackle the Valiant project. Right from the start, it was clear the original Slant Six had to go. Reluctantly, the three-on-the-tree shifting followed suit. Replacement power came in the form of late model Dodge Challenger R/T components, specifically a 5.7L hemi engine and six-speed manual transmission. Modern upgrades don’t end with the engine and transmission, as front and rear RMS suspension systems were also installed, along with a manual rack & pinion steer-

ing box. The frame rails have been tied together and serve as the mount for a Ford 9-inch rear end fitted with 3.50:1 gearing. While underhood and chassiswise, the Valiant is very modern, the exterior bears a factory-fresh, stock appearance, right down to the factory dog dish hubcaps and black-wall tires. Even the front bench seat was retained, the lone modification limited to a notching of the front edge of the seat to make room for the six-speed shifter handle. Ronco Customs in Litchfield, Illinois, constructed the car, and the interior is the result of the efforts expended by Joe Mart, who did an excellent job.

The late model 5.7L engine is from a Challenger and fits beautifully underhood. The inner fenderwells have been smoothed and painted, resulting in a very clean engine compartment. Only the Hemi logo is a tip off to the car’s true power. 64 Power & Performance News / Vol. 8, No. 4

The interior retains much of the original appearance, the bench seat notched to make room for the six-speed shifter. Upgraded stereo and climate controls are a nice touch.

Retaining the factory-style dog dish hubcaps is a stroke of genius. Widened wheels support enlarged (from stock) tires.

Performance enthusiasts will spot those bigger tires and the weed burner exhaust tips that exit just ahead of the rear tires.

Now that’s not a stock shifter . . . for those who are keeping score. With the original three-on-the-tree shift system no longer on the landscape, this shifter is a tip off as to the upgraded underpinnings.

The hidden agenda behind the Valiant build is that it was created on an extreme budget, both Mike and Ris’e work for a non-profit organization not far from their home. Faced with limited ready cash for such an elaborate build up, they subsidized their car

building fund by doing odd jobs, including mowing lawns, detailing cars, landscaping, and anything else they could do to pay for the metamorphosis of their classic Valiant. We can honestly say, in the day of high dollar custom cars built by

wealthy folks with unlimited budgets, this effort is a breath of fresh air and shows what can be done when folks are driven to build their dream ride. We applaud the Sahrs’ determination to the hobby of car building. This Valiant is one of a kind!

Mike and Ris’e are very proud of their little Mopar, having put in plenty of personal sweat to make it come together. The results of their efforts are amazing and a good reason to smile — as you can see.

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Tech TALK

Building a Real Street 550 HP Street 383 LS CPR takes us through building a stroker LS Words Jeff Smith Photos Jeff Smith and CPR-Engines

t seems that the only engines that get any media exposure any more in the popular media are 1,000-plus horsepower “street” engines. The problem with those big-power stories is that they do not represent what’s really going on. A turbo motor that can make 2,000 hp isn’t what the average street guy is all about. So we thought we’d follow along on a real street engine that was intended for a daily-driven ‘04 Corvette. Our pal Dan Livezey has been autocross racing for more decades that he cares to remember. Recently he picked up an ‘04 LS1 Corvette that supposedly had been rebuilt, but after a week

On the dyno, this mild 10.8:1 compression 383 made an excellent 556hp with nearly 530 lb-ft of torque. When you can make 1.45 hp/c.i. – that’s some power.

66 66 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 44

or so, the motor started knocking heavily. A subsequent teardown revealed that the LS1 had spun the Number 7 and 8 rod bearings. Dan took the dead LS1 to Martin Marinov at Custom Performance Racing Engines (CPR-E) with a plan to resurrect his engine. The combination they created would bump the displacement with more stroke, a touch more compression with forged pistons, some CPR-Enhanced CNC porting on the stock heads, a mild cam, and a better intake. Of course all of this was hinged on one other critical factor – they had to keep this engine at least appear to satisfy

CPR-E had to machine slight notches in the bottom of the cylinder bores to clear the longer stroke. Once that task was completed, they line-honed the block along with a set of ARP main studs.

The Autotec 4032 alloy pistons are slightly dished to keep the compression down with the longer stroke. The ring package is a 1.5mm/1.5mm/3.0mm package with an oil support rail since the oil rings intrudes into the oil ring groove.

CPR-E completely pre-assembled the short block to check bearing clearance as well as crank endplay for the Scat crank.

Here is the entire rotating assembly buttoned up including the Scat 4340 steel crank and the RPM H-beam connecting rods.

the smog police since Livezey lives in Southern California. That was an essential factor since loads of compression and a big cam just don’t play well when it comes to smog testing. It turns out that Marinov has some experience in this area and together they hatched a plan that (because you’ve already cheated and jumped ahead to our dyno test) revealed this 383c.i. combination made an honest 550-plus hp on the dyno. Let’s see how they pulled this off. The easiest way to make more power – even with an emission engine – is to pump the displacement. The only way to do that with any LS1 aluminum-block engine is with stroke. The iron cylinder liners barely allow a 3.908-inch diameter bore, so Marinov ordered a 4.00-inch stroke crank from nearby Scat to replace the original 3.62-inch version. Retaining its 24x reluctor count, Marinov then added a set of dished AutoTec 4032 alloy forged pistons designed to accommodate a set of 6.125-inch long RPM H-beam rods. The 4032 alloy contains a little shot of silicon to limit piston growth which allows a tighter piston-to-wall clearance, making these pistons much quieter than a typical 2618 alloy piston more commonly found in race engines. These pistons combined with a minor cleanup on the heads produce a 10.8:1 compression, which is pretty close to ideal for a pump gas LS engine. CPR-E also does all its own machine work, which means the block was subjected to a line hone, simple decking, and a mild honing procedure using Rottler machines to make the block ready for assembly. Final assembly began with a set of King rod and main bearings and DuraBond cam bearings that can take the abuse of the mild increase in spring pressure without pushing out. Once the bearing clearances were set, CPR loaded up the COMP hydraulic roller camshaft and Rollmaster timing set

CPR-E has created its own CNC program for the cathedral port heads like Livezey’s 241 heads. The cathedral ports can produce 300cfm at peak valve lift yet offer excellent flow velocity out of a 227cc intake port. The heads sport 2.02/1.60-inch stainless SI valves. CPR-E also milled the heads to bring the chambers down to 63cc from the stock 67cc.

to make sure the cam was where it should be. They also verified the valve-to-piston clearance since this cam is capable of over 0.600-inch valve lift on both the intake and exhaust. Over their short period of time, CPR has developed a CNC porting package for the cathedral port heads that is pretty impressive. They start by adding a set of 2.02/1.60inch stainless SI valves, machine the seats to this larger size along with their own multi-angle valve job, again using Rottler equipment and then hand-blend the seats to the CNC porting to come up with some pretty impressive flow numbers. We’ve included a cylinder head flow chart that you can study at your leisure with some impressive intake and exhaust flow numbers. When you can squeak out over 300 cfm from a 227cc cathedral port head (200cc is stock), you’re achieving great flow, plus maintaining excellent flow velocity, which usually pays off with great mid-range torque numbers as you will see. This LS head upgrade also includes PAC springs set up with 130 pounds of load on the seat and 370 pounds of open pressure, just to make sure the valves stay where they are directed. With the heads done, CPR-E wrapped up the engine build and bolted the engine on their in-house engine dyno. They began the test with the factory LS6 intake, stock 75mm throttle body and a pair of 1 7/8-inch primary pipe headers through open exhaust. As you can see from the power numbers, CPR-E’s very mild 383 made some fierce torque, which was exactly the plan. Even down at 3,000 rpm, the 383 thumped 446 lb-ft of torque with a peak of 516 at 4,800 rpm. The 529 peak horsepower arrived at 6,100 rpm. That alone would have been newsworthy, but then CPR-E bolted on a FAST LSXr cathedral port intake manifold and a 102mm FAST throttle body. Both the new LSXr PPNDigital.com 67

With the stronger valve springs and upgraded cam timing, CPR-E decided to upgrade the stock 1.7:1 rocker arms using a COMP trunnion kit.

Everybody always focuses on the intake port, but to make great power, you need outstanding exhaust port flow. CPR-E’s CNC porting is worth 20cfm, nearly 14 percent at 0.500 lift compared to stock heads.

All the valve action is controlled by a relatively mild COMP LSr 269 cam with a stout 0.607/0.614-inch lift supported by relatively short duration numbers. After baselining the 383 with the stock LS6 intake, CRP-E bolted on the FAST LSXr intake along with a 102mm Big-Mouth FAST throttle body and pulled the handle again. Just changing to the FAST intake and throttle body was worth 30 more hp at the top and a generous torque increase everywhere. Those are the kind of changes that will put a smile on your face.

CPR-E Flow Numbers and the original factory LS6 intakes mounted a set of FAST 46 lb/hr injectors to make sure the engine didn’t run out of fuel, since the stock injectors promised to be a little on the small side to feed this much power. With the FAST manifold and larger throttle body bolted on, the 383 again pushed through the power curve and after a little WOT-tuning on the stock ECU, the numbers surged. All you have to do is look at the graph to see how the FAST manifold bumped the power curve up across the entire rpm span from 3,000 to 6,400 rpm. There aren’t too many aftermarket parts that can pull of that kind of broad power magic across a 3,400 rpm span. As for the specific numbers – the most important really isn’t the peak torque at 528 lb-ft at 4,800 or even the 556 peak horsepower number. The most impressive number is the average 14 lb-ft improvement across the entire power curve. Add to this a minimum of 500-plus lb-ft from 3,800 rpm to 5,600 rpm and the fact that the torque never dropped below 450 lb-ft over the entire curve and those are some outstanding numbers. True, all this comes at a price. The induction package comes to more than $2,000 for the manifold, throttle body, fuel rails and injectors. But short of a supercharger or nitrous, it’s hard to come up with something that can add power across such a broad power band. That means this engine will deliver excellent drivability and fantastic acceleration while still delivering near-stock idle characteristics. This engine should also be able to pass a California emissions test even with the LSXr manifold in place since it has a California Executive Order (E.O.) number, making it a legal manifold with the smog police. Owner Livezey is currently hunting for a set of headers that also offer the same E.O. clemency. Of course, there’s bound to 68 Power & Performance News / Vol. 8, No. 4

This chart compares the stock 243 LS1 cathedral port head with CPR-E’s CNC-ported, 227cc version with 2.02/ 2.160-inch valves, a CPR-E valve job, and some minor hand blending. The E/I column is the exhaust-to-intake flow relationship. Generally, the higher the percentage of exhaust flow compared to the intake, less additional exhaust lobe duration is required to help the engine make horsepower.

be a minor power loss when the engine is bolted in the car, since it will have to breathe through the Corvette’s street exhaust system, but that should present only a minor decrease. Frankly, the torque will probably suffer the least, and that’s exactly what Livezey intends to rely on the most. As we said, Livezey is an autocross racer, so you can expect to see his ’04 Corvette at more than its share of local Los Angeles autocross challenges. Be prepared to discover he is quick behind the wheel! Sources: Comp Cams, compcams.com; Custom Performance Racing Engines (CPR-E), cprengines.com; Fuel Air Spark Technology (FAST), fuelairspark.com; King Bearings, kingbearings.com; Melling Automotive Products, melling.com; PAC Racing Springs, racingsprings.com; RaceTec Pistons (Auto-Tec), racetec.com; Racing Parts Maximum (RPM), racingpartsmaximum.com; Scat Enterprises, scatenterprises. com; SI Valves, sivalves.com

The two tests plot the power difference between the stock LS6 intake and the major torque and horsepower gains offered by the FAST LSXr intake and 102mm throttle body. But don’t overlook how much torque this 383 makes. How many street 383’s on pump gas have you seen that make 500 lb-ft of torque at 3,800 rpm?

PPNDigital.com 69

Tech TALK

Speedmaster Daytona Coupe Putting their products to the test, Speedmaster79 builds classic replica — the first of many to come Words/Photos Cam Benty

ield testing is a term often bandied around by companies to imply they test their products so they perform in the field. Speedmaster79 not only believes in field testing their products, they are building a car and letting us watch as it comes

together. In this issue, we debut the building of “Project Blackbird,” a replica Daytona Coupe that will drive into history as part of their SEMA display Oct. 31 through Nov. 3 in Las Vegas. Best of all, you can follow their progress on our website, PowerPer-

Jay Verduzco (right) and Gerald Lair pose next to their Daytona Coupe replica. Watch for the cool Speedmaster79-equipped Coupe to be in Booth 20735 in the South Hall at the upcoming SEMA Show. 70 70 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 44

formanceNews.com. The original plan was the brainchild of CEO Jason Kencevski and Operations Manager Jay Verduzco, along with the Speedmaster team at their Rialto, California, distribution center. Working with a very recogniz-

Delivery day at Speedmaster79. The shape of the Coupe is unmistakable.

able replica kit, this aggressive build will occur in only seven short weeks. As opposed to “reality” TV show content, these guys, with Jay and head fabricator Gerald Lair at the lead, are really building the car in this short time frame. But, the build’s real purpose is not to demonstrate Verduzco’s car building abilities; it is to demonstrate the elaborate list of products offered by Speedmaster79. From complete rear ends to sophisticated (and very cool) electronic fuel injection, the Speedmaster79 catalog is full service. “Case in point is that this engine build up features all Speedmaster79 parts, with the exception of the actual engine block,” Verduzco says. “That includes the pistons, crankshaft, connecting rods, cylinder heads, cam-

shaft, valvetrain, drive belts, starter, oil pan, ignition, and fuel injection system, just to hit the highlights. With this application, we wanted to use the large capacity drag racing oil pan, but due to the chassis configuration, we had to switch to one of our other pans without the side reservoirs. Luckily, we have various options on the shelf. We wanted to use our block, as well, but we were out of stock at the time we started the build.” Even though Speedmaster79 did not use one of their blocks for this build-up of this 450-plus hp, 347c.i. Ford small block, they do offer a wide range of engine blocks and other key performance parts. The specially constructed rear end features their Ford 9-inch Outlaw third member with 31-spline 3.90:1 gearing. For the Day-

A Speedmaster Downdraft intake is definitely the perfect toping for the small-block Ford and gives the classic intake appearance they were after. While the original may have used a set of Weber carbs, this system is all electronic fuel injection.

tona, the Speedmaster79 housing has been modified to fit the replica’s chassis configuration. “We are really excited about the build-up, having assembled a solid team of folks well versed in race and street car construction”, Verduzco concludes. “The deadline is crazy, but we are miles ahead by having 90 percent of the parts we need to build our car right here in our warehouse, including such unique parts as fuel cell and plug wires. This is the ultimate in one-stop shopping for certain.” One thing is for sure; with a deadline like this, there is no room for error. See you at SEMA Jay — look forward to seeing the finished product. Make sure to check out PowerPerformanceNews.com for weekly updates. Source: Speedmaster79, speedmaster79.com

Speedmaster79 is an amazing performance warehouse of parts from engine blocks and cylinder heads to fuel cells and starters. One stop shopping — and any of these folks will be happy to help you. This is the first of many cars that Speedmaster79 will build for customers, in an effort to deliver turn key cars to the public. PPNDigital.com 71

DARTING TO THE FRONT Scat Pack returns

Words/Photos Roger C. Johnson

hen we think of wild A-body Dodge Darts, the 1968 Hemi drag cars usually first spring to mind. Well, open your eyes to another interpretation of the Wild Dart concept. Pro Street seems like the best way to describe it, but this time the source of motivation is the classic Mopar 383c.i. power plant. For an added twist, it’s supercharged. It all started when Andre Perry bought a half-finished 1969 Dart Pro Street project in Kansas, which is several states away from Perry’s hometown in Georgia, so he paid to have it trailered. Somehow, the trailer hauling the car to its new home flipped over behind the truck that was pulling it. The Dart came to a rest upside down on an interstate guardrail. Amazingly, the wreck happened only 10 miles from Perry’s house near Atlanta. Meanwhile, Perry was sitting in his driveway drinking a coffee and expecting to see his new toy pull up any minute when he got the call. Fortunately, his gearhead spirit prevailed and the car was rescued from the guardrail and finally brought home — for a much more elaborate revitalization than originally planned. Because the 383 was such a popular and respected engine on the streets back in the day, Perry thought it only fitting to showcase one in this car. The Novi blower drives the point home with 7 pounds of additional boost blown through a 750 cfm Holley mounted on an Edelbrock RPM manifold. Underhood detailing is extraordinary. The engine, wrapped in supercharger plumbing and bracing, looks wicked, hardcore, and functional. The Dart began life as a nice little Mopar Slant Six-powered people-hauler designed to sip gasoline and slip unnoticed through traffic. In short, that’s exactly the kind of car so many hot rodders crave, since it’s so much fun to take an unassuming vehicle and make it fast. Sleeper cars have always been the best for the total surprise they deliver to unwary competition. 72 72 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 44

The late ’60s A-body Darts are plain and conventional in design, but still come across as handsome and well-proportioned machines.

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Glossy black bumblebee striping contrasts with the vivid orange paint.

Classic Center Line wheels bring even more period correctness to this build.

A 200 horse nitrous kit comes along for the ride, but Perry just refers to it as an intercooler.

As much of a hands-on kind of guy as Perry is, he still had to engage someone else to convert his vision to a reality. Most exterior reshaping was completed through the hands of metalwork guru James Boyd of Road King Customs. Boyd’s attention to detail is virtually infinite, and many of the subtle touches he inflicted on the Dart will go missed by all but the most educated and detail-oriented enthusiast. The Dart was given a new back-half chassis section which was then spliced into the original unibody. A narrowed 9-inch Ford rear end assembly houses 31-spline axles with heavy-duty Tim-

ken bearings. The Dart runs 4.11:1 gears and utilizes a Torque Lock Posi setup. A four-link system with ladder bars and coil-overs set the stage for the rear suspension. Up front, the Dart operates as Chrysler intended with factory-style suspension components, although poly-graphite bushings are used throughout. The Dart’s interior is rather sparse, yet functional with just front bucket seats, RaceQuip harnesses, and additional storage space where the backseat used to be. The trunk is fully useable, with the exception of the space occupied by a nitrous bottle for

A Flaming River “Waterfall” steering wheel is a stylish addition to the interior and looks like it belongs.

Honda S2000 leather bucket seats hold driver and lucky passenger securely and comfortably in place when the horsepower is unleashed. An eight-point M1 roll cage offers more structural rigidity to the chassis, let alone additional safety.

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

Perry has taken an old forced-induction concept and reapplied it with modern parts and know-how. Besides performing their normal duties, the heat-wrapped headers help complete this industrial chic look that’s so popular today.

Here’s a study in presentation. There is no clutter here to distract you, just a fire-breathing 383, Novi supercharger, and a little plumbing. The combination explodes with visual simplicity.

carefully selected 200-hp shots of additional enthusiasm. To look at the Dart, you can imagine this car sitting right next to Ronnie Sox’s Super Stock Hemi Barracuda in the Chrysler exhibit at the 1969 Detroit Auto Show. This Dart looks like something Chrysler’s prototype group may have drummed up as an exercise in performance gluttony, wild color and all. But no, it was a civilian car nut like you and I who made this car happen. This Dart is consistently a super star at the local car shows, despite the intensity of the competition. Its acceptance among car show participants is based on the obvious high-profile approach of the paint scheme and engine treatment. Even if neither of those things were part of the equation, the car’s overall workmanship and imaginative construction procedures would still be impressive. For Perry, each time he fires up this supercharged Mopar, every single component comes to life and will eagerly dart him to the front of the pack with style, and without a moment’s hesitation. What a feeling!

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Tech TALK

Off Your Rocker LS roller rocker test Words Richard Holdener

hy on earth would anyone want to replace the factory rocker arms on an LS application? Aren’t they already roller rockers? Aren’t they already lightweight? Haven’t they been proven effective on countless thousands of high-powered LS applications? The answer to all of these questions is yes, including the first one. Confused? Don’t be, as the factory roller rockers employed on every LS application offer a great many positive qualities, but rest assured, there is additional power to be had with the right rocker upgrade. As with any modification, replacing the factory rockers with roller rockers might take additional hardware, like pushrods or certainly valve springs, but when you go looking for power, leave no stone unturned. To illustrate the gains offered by upgrading the factory

rockers, we ran a back-to-back test using the stock rockers and a set of 1.72-ratio, aluminum roller rockers from COMP Cams. Before getting to the test results, let’s take a look at the test motor. Rather than run the test on one of the many stock LS applications, we decided to compare the rockers on a more dedicated build up. Starting with an aluminum 5.7L block, we proceeded to stroke and poke the LS6 out to 383c.i. The boys at L&R Automotive were responsible for the machining to accept the Speedmaster 4.0-inch stroker crank, JE forged pistons, and K1 connecting rods. Unlike stock pistons, the JE forgings featured valve reliefs to allow use of high-lift (long duration) cam profiles. In addition to the new rings and bearings, Fel Pro also came through with a new oil pump, timing chain, and MLS head gaskets.

The factory LS roller fulcrum rockers are good, but full rollers are even better.

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

Rather than run the rocker test on a stock motor, we assembled a 383 stroker using forged 6.125-inch rods and forged, flat-top pistons from K1 and JE.

Despite our use of cathedral-port heads, we relied on one of our favorite rec-port cam grinds from COMP Cams. The 281LRR HR13 combined a .617/624 lift split with a 231/247-degree duration split, and 113-degree lsa.

The K1 rods and JE pistons were combined with a Speedmaster forged 4.0-inch stroker crank and installed into an aluminum 5.7L LS6 block. Measuring 3.905 inches, the forged JE slugs combined with the stroker crank to produce a finished displacement of 383c.i. Note the new Speed Pro oil pump and spacers for the factory windage tray.

Looking to maximize airflow to the all-aluminum stroker, we elected to port the factory 243 castings from the LS6. The stock heads were shipped to the flow experts at Total Engine Airflow for a full Stage 2 porting job which included a dual valve-spring upgrade (with titanium retainers) that provided sufficient retainer-to-seal and coil bind clearance for our .600-plus lift COMP cam.

Use of the 4.00-inch stroker crank meant it was necessary to shim and clearance the factory windage tray using washers and a small mallet. Minor machining on the bottom of the cylinder bore (for rod bolt clearance) was necessary with this stroker assembly. With a stout short block at the ready, it was time to make some power. First on the To Do list was the proper camshaft. With power and drivability in mind, we selected an off-the-shelf grind from COMP Cams. Though we were running cathedral-port heads, we made our selection from the many rec-port offerings from COMP. The 281LRR HR13 (pt# 54-461-11) featured a healthy .617/.624 lift split, a 231/247-degree duration split, and 113-degree lsa. COMP Cams also supplied a new set of hydraulic roller lifters (pt# 850-16), a set of Magnum pushrods (7.45 inches in length), and

the required aluminum roller rockers for the test. The combination of displacement and our power producers (heads, cam, and intake) combined to produce peak power numbers near 6,500 rpm. The high-lift cam allowed the engine to take full advantage of the flow offered by ported heads, while the duration figures made the sucker rev. Working with the COMP cam was a set of 243 LS6 cylinder heads. To maximize the flow rate of the factory castings, the heads were shipped off to Total Engine Airflow (TEA) for their Stage 2 porting. The procedure included CNC porting of the intake, exhaust, and combustion chamber, revised valve sizing and a new spring package. The CNC procedure resulted in intake port volumes of 225cc. When combined with the new 2.04-inch stainless steel valves and the

CNC chamber work, the results were peak intake flow numbers of 328 cfm at just .600 lift. The exhaust flow was equally impressive through the new 1.57-inch valves, at 270 cfm. More than just peak numbers, the TEA Stage 2 package significantly improved the flow rate of the stock castings through the entire lift range, which is what really makes power. The final touch on the TEA LS6 heads was a dual valve-spring package combined with titanium retainers. The springs offered enough seat and open pressure, coil-bind, and retainer-to-seal clearance to run cams with as much as .650 lift (perfect for our cam choice). The springs were also sufficient for use with the 1.72-ratio, aluminum roller rockers. The final power producer employed on the aluminum stroker test motor was a 10mm, LSXRT comPPNDigital.comâ&#x20AC;&#x192;77

The impressive CNC work supplied by Total Engine Airflow increased the intake port flow to 328 cfm at .600 lift. Every bit as important was the fact the porting offered amazing midlift flow. These 243 castings flowed over 300 cfm at just .500 lift.

To maximize flow, the CNC porting was also applied to the combustion chamber. The Stage 2 heads received a 2.04/1.57 valve combination.

Dialing in the air/fuel and timing curves on the aluminum stroker for our rocker test was this FAST XFI/XIM management system. Consistent air/fuel and timing curves are critical for accurate testing.

Feeding the ported heads and healthy COMP cam on our stroker was a FAST LSXRT intake.

The exhaust flow was equally impressive, checking in at 270 cfm at .600 lift. It is amazing how well the stock heads can flow with the right port work.

posite intake manifold from FAST. To maximize flow to the motor, the intake was teamed with one of their massive 102mm Big-Mouth throttle bodies. The intake combo was fed by a set of billet fuel rails and 42-pound injectors, all from FAST. Finishing touches on the LS6 stroker included the factory coil packs, a FAST XFI/ XIM management system, and a set of 1 7/8-inch stainless steel headers

American Racing supplied a set of 1 7/8-inch long-tube headers. The headers were run through 3.0-inch (OD) collector extensions. In addition to the billet fuel rails and injectors, FAST also supplied this 102mm Big Mouth throttle body.

from American Racing (with 18-inch collector extensions). Prior to start up, the pan was filled with 5W-30 Lucas Oil, and the motor was spun using the starter until oil pressure was visible on the gauge. Once started, the motor was treated to

LS Stroker Rocker Test-Stock vs COMP Roller The results of the roller rocker test were interesting, as the roller rockers offered no power gains up to 5,300 rpm. From 5,300 rpm to 6,600 rpm, the gains were substantial, as the change in ratio, reduced friction, and consistent ratio improved the power output by as much as 12 hp. For high-lift cams, the roller rockers will also increase the longevity of valve tips and guides; just make sure you have sufficient valve spring pressure to work with the added weight of the roller rockers. 78â&#x20AC;&#x192; Power & Performance News / Vol. 8, No. 4

a pair of computer-controlled break-in cycles before running our rocker test. Equipped with the stock rockers, the 383 stroke produced repeatable runs of 578 hp at 6,500 rpm and 542 lb-ft of torque at 4,700 rpm. After running the stock rockers, it was time to upgrade to the COMP units. For rockers, we chose a set of bolt-down, COMP Ultra-Gold Arc Series rockers (pt# 19024-16). The rockers offered ease of installation (simple bolt-down replacement), a 1.72:1 rocker ratio to slightly increase lift (stock LS was 1.7), and extra strong, CNC-extruded rocker bodies that featured billet trunnions with captured needle bearings. Toss in a roller tip to replace the friction-robbing, factory slider tip and you have the makings of a serous rocker upgrade.

For the first test, we installed the factory rocker assembly.

Equipped with the stock rockers, the 383 stroker produced 578 hp at 6,500 rpm and 542 lb-ft of torque at 4,700 rpm. Even with the stock rockers, this was an impressive 383 stroker, but naturally, we were anxious to install the roller rockers.

The rocker swap was a simple bolt-down affair using the supplied rocker stands to replace the factory unit. Once installed, we ran the 383 stroker and were immediately rewarded with additional power. The roller rocker upgrade increased the peak power output to 588 hp at 6,400 rpm, but peak torque checked in at

541 lb-ft at 4,800 rpm. The rockers offered additional power only above 5,300 rpm, with no change in the curve below that porting. It should be pointed out that the extra weight of the rockers will require sufficient spring pressure, but our TEA heads were already equipped for the test. If you are looking for more

The stock rockers were replaced by these 1.72-ratio aluminum roller rockers from COMP Cams. The rocker upgrade increased the peak power numbers to 588 hp at 6,400 rpm and 541 ft-lbs at 4,800 rpm. The roller rocker upgrade improved the power output of our stroker from 5,300 rpm to 6,700 rpm. They do require additional spring rate (compared to stock), but our ported TEA heads already featured sufficient spring pressure for the upgrade.

power, you might try getting off those stock rockers and going roller! Sources: American Racing Headers, americanracingheaders.com; COMP Cams, compcams.com; FAST, fuelairspark.com; JE Pistons, jepistons.com; K1, k1technologies.com; L&R Automotive, lnrengine.com; Speedmaster, speedmaster79.com; Total Engine Airflow, totalengineairflow.com; Total Seal Rings, totalseal.com

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THE FUTURE OF

PERFORMANCE Open discussion about just what type of cars and technology will shape our future Words Cam Benty Photos courtesy Ford, GM, FCA, & SEMA archives

ike the tides that constantly cycle with time, the performance market has had its great times as well as eras of strife. Today the performance market is red hot. NEVER before in the history of the automobile have we been able to create such massive, usable horsepower and torque from conventional internal combustion engines. Complementing this massive engine power are chassis parts that increase cornering and braking efficiency as well as safety. Today’s muscle cars do everything better than we ever could have envisioned looking back at the classic muscle car era of the 1960’s. Hand in hand with the conventional components, we have become smarter in our executions working with exotic materials to lighten the load we carry. Improvements in technology have affected every aspect of the driving experience. That is in high contrast to how things used to be, 1960’s era muscle cars forced us to sacrifice everything for our quest for the almighty god of horsepower, damn the creature comforts. Today climate control systems – air conditioning, heated and cooled seating – are just part of the standard fare required by today’s car buyer. Anti-lock braking, skid control, lane keep assist, and adaptive cruise control protect us from ourselves requiring less driver input to stay in control. Our cars must deliver connected technology so we can integrate with GPS, Apple Car Play, and other smart phone-based amenities . . . and yet still go like stink when we mash the throttle. Such are the automotive challenges as we enter 2018.

The Platforms As noted, there are many ways to go fast these days. For performance fans our list of performance vehicles are no longer limited to the usual suspects such as Mustang, Camaro, and Challenger. We now have a host of other vehicle choices with smaller displacement, higher-winding engines that are often boosted by power adders such as turbos and superchargers. This fact has not been overlooked by the Original Equipment Manufacturers (OE) who offer extensive catalogs of performance parts that carry factory warranties and integrate technology designed at the same location that created the original vehicle. Best of all, they can be ordered through the touch of a few computer keys to arrive on your doorstep ready for installation. Factory installed power adders allow the owner to change boost 80 Power & Performance News / Vol. 8, No. 4

Developed by Ford and Corning, Gorilla Glass hybrid window is a tough, durable, scratch-resistant window that is about 30 percent lighter than traditional glass. Tested for the first time on the new Ford GT, this technology is sure to make its way to “average guy” level vehicles in the near future.

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Drag racing, as a motorsports entity, is one of the healthiest due to its attainability by novice and pro drivers.

pressures – further widening the opportunity for OE and aftermarket manufacturers and tuners. As long as the engine internals, drivetrain, and ancillary components are up to the task, major performance enhancement can be had for relatively limited cost. For those applications where the “support system” is not up to the task, the aftermarket finds plenty of room to come to the rescue.

Electronic Age When the first Electronic Control Module (ECM) was introduced into production cars and trucks, a brave new world of performance came with it. Those first ECMs were crude by comparison to today’s electronics, but they offered a new wave of opportunity for enthusiasts. No longer was performance limited to mechanical upgrades, we could now truly tune for drivability. No longer limited to changing jets or metering rods and altering our distributor curves, with the arrival of the ECM everything was different, spawning a new breed of tuner. While programmers allowed us to do many things to our vehicles that were previously impossible, it removed many of the easy DIY changes that we used to make. In all fairness, that change was necessitated, to a large extent, to meet an intense ramp up of engine emissions requirements. What started with a PCV valve has begat an increasing number of mysterious modules and tubing enveloping our engine compartment. So like the tides noted earlier, we are at a transition stage for performance trends within our industry. Things will not and cannot stay the same. We contacted three industry leaders and asked them some pointed questions about the future of performance 82 Power & Performance News / Vol. 8, No. 4

from their candid points of view. Clearly each had views that reflected their unique position within the performance realm. This dialogue is the opening salvo to initiate running discussion on this topic by both industry experts and enthusiasts. Their comments, and yours will be posted on our website PowerPerformance News.com/futureofperformance in the coming weeks. As an industry leader, what is your general outlook concerning the future of the Performance Industry both short term (1-3 years) and Long Term – beyond that time frame (3 Years +)? Why?

Russ O’Blenes Director - Performance Parts, Variants and Motorsports Engineering GM Short Term: We see the community strongly embracing online shopping for their parts and accessories. We just launched a new eCom-

merce platform, which allows performance enthusiasts to buy lowering suspensions for their Gen Six Camaro, brake upgrades for their Silverado, air intakes for their Colorado ZR2 and more – directly from GM. Orders are fulfilled by a dealership of the buyer’s choice and parts can be shipped to the dealer for installation or straight to the buyer’s house. For an easy shopping experience, we added a feature that allows buyers to enter their VIN number and browse only the performance parts and accessories that are compatible with their vehicle. Long Term: We will continue to engineer and design industry-leading performance vehicles and variants such as the Camaro ZL1 1LE, Corvette Z06, Colorado ZR2, and V-Series Cadillacs. Taking it a step further, we’re committed to supporting current owners and inspiring new customers to get into our vehicles by building robust portfolios of performance parts and accessories that are designed, validated, and warrantied by GM.

Eric Blakely Director of Advertising, Edelbrock We’re receiving more requests for performance products for current OEM engine platforms like the GM LT1 Gen V, Ford Coyote, and Chrysler Gen 3 HEMI, all of which are in current production vehicles. The aftermarket consumer is looking to replace their old engines with these new modern power plants. We have answered this trend with intake manifolds for each and cylinder heads for

On board and smart-phone-based data recorders allow drivers to record, share, and analyze driving experiences on and off the track.

the GM and Chrysler applications. As the technology increases from the OEM side, we will continue to listen to the consumer and develop products for new engines as they come to market. A long-term concern to monitor is the ever changing chemical makeup of the current fuels at the pump and the increasing use of alternative fuels like E85 and diesel.

Chris Douglas COO, COMP Performance Group I think you have to split this question into two separate aspects: street and motorsports. As I believe the future will take those segments down very different paths. Street Performance: The street performance category will evolve greatly over the next 5-15 years as self-driving and driver assisted technology becomes an even greater part of the modern driving experience. I believe the emphasis of the aftermarket will become less about horsepower and performance, and more about personalization and technology integration. However, I do believe there will be a great mid-term opportunity for our industry to retro-fit some of these modern technologies onto the older

Currently, three different performance packages are available for Mustang GT, directly from Ford Racing, providing gains of up to 37 hp (for a peak 472hp in the 5.0L V-8), while also increasing engine redline and offering no-lift-shift capability. The Ford Performance Mustang EcoBoost performance calibration kit for the 2.3L EcoBoost engine boosts peak torque 70 lb-ft for a total of 390 lb-ft of torque, along with a peak 25 horsepower gain for a total of 335 horsepower.

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that come to mind are multi-clutch transmissions, driver assist, displacement on demand, variable/active valve timing and driverless technology (LIDAR/RADAR). Of course, EFI is now fully mainstream but that single technology has probably impacted both the street/motorsports market more than any other single technology. How much is technology helping/hurting the performance industry today?

O’Blenes: Oversized wheels from the factory followed the aftermarket trend for larger wheels (and wider tires) to improve handling and appearance. This industry is very healthy and should continue to grow at a fast rate undeterred by emissions standards or technology.

vehicles. Of course, there will forever be a classic car niche market that is about the nostalgia and simplicity of a bygone era. Motorsports: I believe Motorsports as an industry will remain stable and perhaps even experience an uptick as an entertainment medium. As automation continues to play a larger role in everyday life and daily-driven vehicles, I feel that people will seek out motorsports as a contrast from their digitally controlled life. Motorsports provides both competitors and spectators with such a unique sensory experience that it stands apart from today’s increasingly virtual world. What recent innovations will have long lasting effects on the performance industry down the road?

O’Blenes: We’ve been following the noticeable cultural shift toward drag racing and we believe it’s here to stay. This inspired the Camaro SS Drag Race Development Program, which explores the quarter-mile capability of the Gen Six Camaro with concept parts designed to support 10-second elapsed times in a production-based model. Innovations coming from Multimatic have a great potential to impact the industry. In fact, our new Colorado ZR2 features the first off-road application of Multimatic Dynamic Suspensions Spool Valve (DSSVTM) damper technology for extreme road course and off- road applications. Beyond technology, social media is having lasting impacts. Social influencers on Instagram, Facebook, and the like, give this community a voice in the industry. It’s also brought the 84 Power & Performance News / Vol. 8, No. 4

community together to share knowledge, passion, and drive enthusiasm. Finally, it allows brands from Chevrolet to have direct dialogues about the industry with people around the U.S. and world.

Blakely: Recent technological advancements have changed our industry immensely over the past ten years. The introduction of 3D printing has changed the way we develop products. We can now quickly produce a part for test fit, or in some instance, test run on the dyno in a few days. In the past, this process would have taken months, and we would have to produce a small pilot run to test. Now we can quickly see if a product will fit and how it will perform or flow in real world conditions. This type of technology helps our engineering staff make design changes quickly.

Douglas: It’s hard to pick one, as the technology is moving at such a rapid pace. Things

The level of resources and technology we have as an OEM enables us to develop, test, and validate products with extraordinary precision, durability, and performance. Furthermore, the technology is actually leading to diversification. Today, you truly can have it all with vehicles like Camaro, Corvette, and most recently, the Colorado ZR2 – that’s as capable in high-speed desert racing as it is low-speed rock crawling.

Blakely: We have also utilized current technology to help setup and tune our Pro-Flo 3 EFI system. We developed an Android based application called E-Tuner, that is used to setup and tune our Pro-Flo EFI systems. The best part is that a consumer can download the app from the Google Play store onto a current device they own and connect to the EFI system. There is no need to have an extra device in the car to monitor their vehicles operating conditions, they can now use a smartphone or tablet they may already have on hand.

Douglas: The customers today are much better While not receiving the great credit placed on engine development, transmission technology is responsible for much of the improved drivability found with modern cars. These fully electronic transmissions must be considered when making other vehicle modifications to ensure compatibility.

er is no longer the primary goal/ challenge. It’s simply easy to make horsepower these days. The goal line now is to make driver-friendly performance that also allows for extreme customization and long term durability. Can we consistently deliver race car performance with docile street manners that make it something your wife would drive to the hair salon? Truck technology has advanced over the years keeping in step with car-based upgrades. Just like their car enthusiast pals, truck fans are not happy with having a vehicle that is just like everyone else, making the push for personalization products a priority for OE’s and aftermarket manufacturers.

educated thanks to the advancement of technology. The internet and accessibility to educational tools have allowed customers to become much more knowledgeable and better partners in the parts selection/engine building process. In addition, technology and the related tools allow all manufacturers to run more efficient overall businesses. Today, it is very possible to build 1000 horsepower vehicles that still retain their street manners and meet emission standards. How high is “up” with regards to attainable high performance output?

Blakely: Lately it seems to not matter how high the hp number may be, there is a need for more. Some of the new engines on the market are very efficient and have been designed for maximum output. Every engine has its ideal efficiency operating point and for us at Edelbrock that is always in the back of our minds. We want to make the most power we can, but at the same time we need to make sure our products will not reduce the efficiency and also make sure it will not reduce the lifespan of the engine. The other consideration is the consumer safety… 300 hp is plenty for the average street car, but as the power increases, the ability of the driver to handle this power comes into question. At what point is the car making more power than the driver’s ability?

Douglas: In my opinion, we have reached a point where making raw horsepow-

Where should the aftermarket be focusing its efforts with regards to vehicle enhancements today?

M P E R F OR

ANCE

G N I L O O C

O’Blenes: As we continue to see shifts in trends and culture, Chevrolet will be there as well. We’re working to keep the passion of this community going and inspire the next generation of enthusiasts.

Blakely: We focus on many elements when designing a new product. On the late-model side with our E-Force superchargers we spend a large amount of time on the drivability. We want to make more power, but without sacrificing daily driving characteristics. Next would be product quality and performance. We want to make sure Edelbrock products will last the life of the vehicle, so we spend a lot of time on quality control checks in all of our facilities to ensure that we’re delivering the best part we can to market.

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Douglas: Technology integration should be the number one priority and this is going to be a great challenge for most current aftermarket manufacturers. Our industry is historically not very “technology forward” and that will need to change in short order. I think manufacturers should be looking for partnerships with technology companies and let them help us embrace the change. Our trade organization (SEMA) must facilitate this technology revolution by providing its members with the tools and resources to make this shift. No question about it…. This is going to be a challenge for our industry and many of the current manufacturers/brands will fall by the wayside throughout the decade ahead because they simply won’t be able to make the pivot.

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Tech TALK

The ‘Eyes’ Have It

Optical pickup distributors make more power Words Cam Benty / Photos by FAST

ou would think that after 60 years of development, there would be no “easy” ride to improve performance of legendary American V-8 engines. Clearly that is far from the case. The innovation that led us to the above conclusion comes in the form of a more efficient ignition system that delivers pinpoint firing accuracy. This new system is even better than the magnetic pickup firing system design that has become the stalwart of the racing and high-performance industry. After all, what could be more accurate than an ignition fired by magnetic pulse, right?

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

The answer to that question — an optical pickup! The newest XDi Sportsman distributors from Fuel Air Spark Technology (FAST) integrate an advanced Hall-effect style pickup that converts the current ignition timing into a signal that CD ignition controls can then read. The result is timing that is within a ½-degree of timing perfection. While accuracy is clearly important, there is a bigger reason for such celebration. With magnetic pickup style distributors, in order to avoid detonation and other forms of engine damage, the timing is actually retarded at peak rpm limits because this pickup design does not allow

This is what makes this distributor so terrific, the optical eye that ensures the most accurate timing possible. This landmark innovation delivers instant power increases over magnetic pickup distributors – in direct dyno comparisons.

enough time for the spark plug to fire in the “window of time” allotted. Unfortunately, allowing your distributor to determine whether or not you can have the full range of power seems contradictory to the entire engine building process. Magnetic pickup distributors actually suck power out of your engine — all because of the inaccuracy of the timing system that retards engine timing at key moments in the rpm range. Case in point: If you have a magnetic pickup-triggered distributor and want to have 34 degrees of timing, you actually have to lock it down for 36 degrees because at peak rpm, the distributor is designed to pull out approximately two degrees of timing. That translates to a loss of 2 to 5 hp and lb-ft of torque. With the optical pickup distributor, you can set the timing exactly where you want it and avoid the engine retard mode. That means you get all the power, all of the time. For racers usually overjoyed to find a ½ horsepower to have an advantage over their competition, picking up 2 to 5 hp and torque is huge. “This is especially important in rev-limited racing classes,” says FAST Technical Director Terry Johnson. “The biggest benefit of a Hall-effect pickup design is that there is no retard event, commonly called ‘magnetic pickup compensation,’ so you

can ensure your timing remains stable from idle to race rpm. I can honestly say I have not had one engine builder who was not completely sold after witnessing the change in power on the dyno after bolting up one of our distributors.”

The mechanical side Inside the CNC-machined billet housing is a polished stainless steel shaft that is supported with a sealed ball bearing on the top and a long bushing on the bottom. FAST also has gone to great strides to reduce end play in the distributor to take out any timing variation or damage to the drive gear. XDi Sportsman distributors are available for most styles of American V-8 engines, including the usual suspects from Chevrolet, Ford, and Chrysler. Each distributor is supplied with a high-quality rotor and distributor cap. A FAST ignition control (E6 and E7 series) must be used. Note, there is no mechanical advance and the timing is locked out – so these are not ideal for street applications. The XDi is available with a large diameter Ford style cap or smaller diameter GM points size cap with HEI terminals. Also, most applications are available with either steel or bronze gears. The difference between the timing systems is clear — and even your distributor can see it . . . optically speaking. Source: FAST, fuelairspark.com PPNDigital.com 87

Tech TALK

An Abrasive Discussion Understanding what it takes to sand, cut, and polish Words / Photos Cam Benty

here are plenty of abrasive discussions that color one’s life. For purposes of this discussion, we will stick with things that are really abrasive — as in cutting wheels, sanding, and grinding. While these may seem like simple tasks, there is a fair amount of technology going on with abrasives these days. Whether you are simply cutting through old paint, smoothing metal surfaces, or cutting through sheetmetal, there are plenty of helpful products that can make your life far easier. The folks at 3M recently gave us a run through of their latest products, proving once again they know plenty about things that affect automotive types, and their pursuit of finish perfection.

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

With regards to sanding discs, 3M offers four different levels of abrasives, dependent on your requirements and depth of your pockets. From aluminum oxide all the way up to the Cubitron II, each material is the best in its class for its performance and value. Lucky for us, they are color coded for easy differentiation. • Red — aluminum oxide Comprehensive line of economical abrasives. Best in class performance. Made with aluminum oxide. • Yellow & Green — premium aluminum oxide Full line of standard and course grade abrasives that mix quality minerals and precision coating to deliver quality

3M’s Cubitron II abrasive is an advanced product that reduces time and heat when sanding or grinding. The advanced surface features some high-tech material that is actually self-rejuvenating as it works, lasting longer and cutting cleaner.

These 3M Cubitron II Fibre Roloc Discs screw on the disc sander, as noted by the threaded backing. The heavy-duty backing material is amazingly tough and cuts like nothing we’ve ever seen before. In our testing, we used three of the standard ceramic abrasive discs to do the same job we did with one Cubitron II pad.

Body working tools today are far more elaborate than the simple sander (left) that was the go-to tool for decades. Today, there are a wide variety of tools that make the work much easier, including file sanders that allow pinpoint accuracy with metal manipulation, to cut off tools that spin up to 25,000 rpm and cut through a wide variety of metals with ease.

This single action Sander, fitted with Cubitron II 36-grit, abrasive pad, makes quick work of the corrosion on this bar stock. As with any abrasive, regardless of the cutting action speed, keep clear of other workers or flammable materials, and wear correct personal safety gear.

performance and improved life. Made with premium aluminum oxide and crushed ceramic. • Silver — crushed ceramic Synthetic material that is tougher than aluminum oxide and silicon carbide. Ceramic grains remove material faster (and more uniformly) than naturally occurring minerals. • Purple — precision crushed ceramic (Cubitron II) Shaped ceramics that match the toughness of synthetic products and add superior triangular shape. Triangular peaks slice through material and wear evenly for fastest removal and life.

Cubitron II innovation While aluminum oxide and crushed ceramic abrasives do a terrific job in all cutting capacities, the focus of our experience working with Mark Oja from California Speed & Custom was with the Cubitron II abrasive, top of the line due to its new and innovative technology. During our test, we used a wide variety of air and electric tools just to get a feel for Cubitron II materials and their abilities. If you read about the Festool grinding products in earlier issues of PPN, you are well versed in the name Cubitron II, but may not fully understand what happens when PPNDigital.com 89

As you can see from their storage room, California Speed & Custom cranks through a lot of abrasives in their workweek. An interesting fact was the Cubitron II grinding discs are vacuum-sealed to keep them fresh for when needed. This is certainly a testament of high-tech abrasive science at work.

This slightly wider belt sander (3/8-inch vs. ½-inch) has an 80-grit sander belt in place and is great for knocking down spot welds.

The file sander was a new one for us, but does a great job both sanding and polishing. Here, equipped with a Scotchbrite belt, it cleans up the surface of the metal — at 22,000 rpm.

Cut-Off Wheels also are available using Cubitron II technology. Use the 3-inch diameter wheel for tight environments and the 4-inch wheel for everything else. The larger wheel cuts faster, due to its larger surface area and mass — it’s just a matter of your working space.

you spin it up on your disc sander. With conventional ceramic abrasives, the material is glued to heavy duty, proprietary material backing paper (BTW, in case you were napping through the last five decades of paint prep, no one uses real sand for sand paper). Other than the overall grit rating, there is no order in which the materials are applied on the surface. With ceramic and aluminum oxide abrasives, there is surface heat buildup as the abrasive works. As anyone who works with abrasives knows, eventually, the abrasive wears down. Time for a new disc! Enter the Cubitron II abrasives line. The surface of this abrasive is basically a series of sharp “mountains” that share relatively similar shapes and structure. As Cubitron II is worked along the surface of the panel, the tops of these mountains break off, creating additional sharp mountains that fall into the valleys between the larger broken mountains – basically rejuvenating the abrasive surface. The proprietary ceramic materials used in Cubitron cut 30 percent faster than conventional ceramics, due to the shape of the ceramic materials. This ever-changing landscape also allows twice the amount of cutting time per abrasive. In addition, it operates cooler than standard ceramic products, reducing the surface

heat and, thus, the chance of panel warpage. As you would expect, Cubitron II is available for a wide variety of tools and comes in assorted grits for different applications: surface prep, spot weld removal, weld grinding, sectioning, hem flange removal, and body repair. Cubitron Cut-Off Wheels are available in 3- and 4-inch diameters. 3M Hookit File Sheets and discs range from 40 to 220 grit, while File Belt Sanders feature three grits: 36, 60, and 80.

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

Tools of the grinding trade The right tool for the job is always a good motto for grinding, cutting, and polishing. The following list of 3M tools are built to take advantage of the abrasives outlined earlier. While anyone who as ever attempted bodywork is well aware of 3M’s line of air tools, they recently debuted a new line of electric tools, meaning you no longer have to have a compressor to complete bodywork. This is a true breakthrough since most air tools require a large volume of air to operate — and space in your garage for large tanks.

Disc Sander • Designed to work with coated and surface conditioning discs with MOS Ratings of 12,000 rpm or greater

Whether cutting through bar stock or sanding a panel, wearing the right safety gear is critical. Eye protection and earplugs will avoid long-term physical damage and short-term fatigue. 3M notes that when using any grinder, always install a guard around the abrasive to control sparks — and metal fragments — from you and other delicate surfaces.

• Removable side handle furnished with tool • 3M Gripping Material molded into tool housing for greater operator comfort • Right angle steel gear head with grease fitting for increased gear life • Rear exhaust

File Belt Sander • This air-powered sander is lightweight, durable, and constructed with the operator ’s comfort and efficiency in mind • Grind and blend from contact wheel or platen • Available in ½- and 3/8-inch belt widths • Both belt housing/guard and handle rotate a full 360 degrees to easily get into hard-to-reach areas • Operates at up to 22,000 rpm

Cut-Off Wheel Tool • Cut-OFF Wheel Tools can deliver fast, smooth performance (up to 25,000 rpm). • These 1 HP tools have the power to cut through carbon steel, stainless steel, and other materials. • Compact design with built-in safety features for easy handling. • 3M Gripping Material molded into tool housing for greater operator comfort. Sources: 3M Collision, 3mcollision.com; California Speed & Custom, californiaspeedandcustom.com

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Tech TALK

Rockin’ The Lash

Setting valves cold with hot lash settings Words/Photos Jeff Smith

he mechanical cam is alive and thriving – thank you. While Crane offers an outstanding hydraulic roller lifter that we’ve done a story on, where we pushed a big-block Chevy happily to 7,500 rpm with juice lifters, this doesn’t foreshadow the end of the mechanical lifter. For the many enthusiasts, lashing lifters is still an important part of the performance plan.

Setting lash on a mechanical roller cam isn’t difficult or complex, and now a bit simpler with Crane Cams’ recommendation for cold versus hot lash settings. 92 92 Power Power & & Performance Performance News News // Vol. Vol. 8, 8, No. No. 44

Recently, a friend questioned how much he should change the lash settings on a brand new cold engine so that his final lash numbers would be close once the engine reached its normal operating temperature. Mechanical lifter cam lobes are designed with a short clearance ramp to take up this clearance but the real reason for that ramp is to help compensate for the difference in metal expansion rates from a cold to hot engine.

Setting lash is much more accurate and far less messy with the engine not running. Always set the lash with the lobe on its base circle. An easy way to remember is to use the abbreviation — EO-IC. To begin, rotate the engine clockwise (looking at the engine from the front) and when the exhaust valve begins to open (EO) — set the intake lash. With the intake on the closing side (IC) — set the exhaust, or EO-IC.

The information here does not affect hydraulic lifter engines because the lifter preload automatically compensates for the differences between a cold and hot engine. Everybody knows that metal expands when it gets hot. But all metals expand at different rates. So an all-iron engine will not expand nearly as much as an all-aluminum engine. Think about this for a moment. Imagine you are called upon to design an all-aluminum engine that must start and run in ambient temperatures from -20 F to 130 degrees F. An all-aluminum engine will contract quite a bit as the temperature plummets, much more so than its steel lifters, for example. This means the engine designer must compensate by increasing the diameter of the lifter bore so that the aluminum won’t seize that steel lifter in sub-zero weather. This is why all-aluminum engines must use wider lifter bore clearances. So now we have a situation where we have a brand new engine with a mechanical roller cam. We can set the lash using the “hot” spec, but it won’t be very accurate once the engine temperature stabilizes. Crane realized this a long

time ago and created a spec chart that we’ve included here that compensates for the expansion rates of both cast iron and aluminum engines. As you can see in the chart, there’s a dramatic difference in the clearances when we’re dealing with an all-aluminum engine. So let’s run through this to make the explanation more clear. Aluminum expands more than cast iron. In fact, we looked up linear expansion rates of both materials and aluminum expands (or contracts) at nearly twice the rate of cast iron. As you can see by the chart, this tends to hold true. With an iron block and heads you would actually add 0.002-inch to the hot lash spec for a cold engine. So if the cam card tells you to set the lash hot at 0.020-inch on the exhaust side of the cam, for a more accurate cold startup, we’d set the lash at 0.022-inch. As the engine warmed up and expanded, the lash will be very close to that spec. Of course, you still should check the lash on all the valves once the engine is warm, so these specs should only be considered as recommendations. But they will still be very close. PPNDigital.com 93

This cold lash technique will work whether the cam is a mechanical flat tappet or a mechanical roller as the process is all the same.

For an iron block engine with aluminum heads, the chart reveals aluCold vs. Hot Lash minum grows quite a bit more than BLOCK MATERIAL HEAD MATERIAL LASH ADJUSTMENT cast iron, so now we should subIron Iron Add 0.002-inch tract 0.006-inch from the lash spec. So again, if the spec is 0.020-inch, Iron Aluminum Subtract 0.006-inch our initial cold start-up lash setting Aluminum Aluminum Subtract 0.012-inch would be 0.014-inch. This gets even more aggressive with an all-aluminum engine. The chart suggests a cold setnot be difficult to achieve. The whole point of this exercise is ting for a 0.020-inch hot lash spec would be to tighten that to offer a reason why the cold spec is significantly different by a whopping 0.012-inch – leaving the actual lash at a very from the hot lash number and that you can expect the lash to tight 0.008-inch. Again, this is just Crane’s recommendation change once the engine is fully up to temperature. as a starting point. This is not a make-or-break issue. Setting an engine cold If your spec is very small, a thin feeler gauge might be with hot specs will still work. But if you like working predifficult to work. You may have to loosen the adjuster and cisely, this is another step toward making your engine hapthen tighten it down on the feeler gauge to get the proper setpy, even when it’s cold. ting. But even with a thin 0.008-inch feeler gauge, this would Source: Crane Cams, cranecams.com 94 Power & Performance News / Vol. 8, No. 4

TAMING THE RATTLESNAKE Somernites Cruise is a monthly (April-October) car show in Somerset, Kentucky. All specialty cars are invited, but each month they showcase a different vehicle for a special parking area at the show in downtown. July is “Corvette Summer.” This year over 200 Corvettes showed up to take the total car count over 1000 cars. On Friday, all Corvette owners were invited to take their cars for a spirited cruise on Rattlesnake Run, and PPN was along for the ride. Shawn Brereton snapped this photo while kneeling backwards in the front seat of the lead ‘Vette as they traversed through the twisting countryside. Make plans to attend a Somernites Cruise and test your car on Rattlesnake Run, you’ll have a blast – we sure did! Check out somernitescruise.com for more information.

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

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