Power & Performance News Spring 2017

WEB | PRINT | VIDEO | SOCIAL

h

p Wit h 0 0 0 For 1 opar! g n i t Shoo kin’ Hot M A Smo

0

$7.99

PPNDigital.com

36584 32638

PPN2017-1

VOL. 8, NO. 1

0

PPNDigital.com 1

R

e s t o R i n g

A

m e R i c A n

H

i s t o R y

“Hello, I just wanted to give praise to your company and the great job you do. In a world that seems to lack in customer service, as well as a complete business plan, your company is head and shoulders above the rest. Being a long time car restorer, tech advisor and a shop supervisor, it is a pleasure to deal with a company of your quality. Through the years I have tried other companies but your company is the best... Once again thanks for providing a great service to the car hobby.”

Brent B. — Iowa

Make your dream happen.

4 LOCATIONS NATIONWIDE • HUGE IN-STOCK INVENTORIES • 24/7 PHONE SUPPORT • LOW SHIPPING RATES

65-73 MUSTANG

67-73 COUGAR

67-81 FIREBIRD / TRANS AM

79-04 MUSTANG

67- 81 CAMARO

64-87 CHEVELLE MALIBU / EL CAMINO

48-96 F-SERIES TRUCK

66-96 FORD BRONCO

64-72 GTO / TEMPEST / LEMANS

47-98 CHEVROLET C/K - 1/2 TON TRUCK

55-57 THUNDERBIRD

FREE

Parts Catalogs Call 24/7

Restoration/Performance Parts & Accessories

800-874-7595

VISIT US AT WWW.NATIONALPARTSDEPOT.COM

4 LOCATIONS WALK IN HOURS Mon. - Fri. 8am-7pm Sat. - Sun. 9am-5pm

FLORIDA DEPOT

MICHIGAN DEPOT

N CAROLINA DEPOT

CALIFORNIA DEPOT

900 SW 38th Ave Ocala, FL 34474

2435 S Haggerty Rd Canton, MI 48188

7000 MacFarlane Blvd Charlotte, NC 28262

1376 Walter St #1 Ventura, CA 93003

800-874-7595

800-521-6104

800-368-6451

Copyright © 2016 by National Parts Depot, All Rights Reserved

2 Power & Performance News / Vol. 8, No. 1

800-235-3445

Bench RACING

FROM THE EDITOR

The Real in Reality Automotive TV

W

e all know TV is rarely real world content. Fabricated and choreographed, in this day of reality TV popularity, automotive television does a disservice to those who take the time to plan, design, and execute a finely crafted vehicle. Be it street rod, race car, or muscle car, news flash: It takes more than a day, week, month, or even six months to create a well-built vehicle today — not to mention the countless dollars required.

It’s How They See Us

Several decades back, I rented my ’66 Hemi Satellite out to a movie company that was filming in southern California. Heart Like a Wheel was a story about drag racer Shirley Muldowney. The film company had created a fake pit setting in the Reseda fairgrounds area. In addition to using my car, I was lucky enough to act as an extra, no lines, just a guy standing around the pits, part of the crowd.

To dress for the part, I wore my signature jeans and a plain t-shirt with some Converse High Tops to match the early ’60s movie setting. But, what came next was eye opening and unnecessary.

To my cool car-guy outfit, they added fake grease. It was really makeup, but it was supposed to look like grease. To my shirt, pants, hands, face, arms, and hands, they loaded me up with grease. They applied the same “grease” across the board to everyone, including main actors Bonnie Bedelia and Beau Bridges. It was how the production saw drag racers. Grease Monkeys. In reality, low class, car-working slobs.

Speed, Time, or Money — on any project, you can only pick two

Operations Director Group Publisher Editorial Director Senior Tech Editor Tech Editor Copy Editor Production Art

Shawn Brereton John Nichols Cam Benty Jeff Smith Richard Holdener Cindy Bullion Hailey Douglas Paul Graff

Contributors Brandon Flannery Jim Maxwell Larry Weiner

C. Van Tune Richard Truesdale Roger C. Johnson

Advertising/Subscriptions Ivan Korda Jonathan Ertz For advertising inquiries, call 901.260.5910.

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

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

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

Power & Performance News is a hybrid of content that was originally published at PPNDigital.com as well as original content that was created for this biannual 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 WEB | PRINT | VIDEO | SOCIAL

h 1000 hp Wit Shooting For Hot Mopar!

A Smokin’

0 0

$7.99

PPNDigital.com

36584 32638

PPN2017-1

Peeking through the cloud of self-inflicted tire smoke, John Perry’s Hellcat Charger roars onto this month’s PPN cover. Capturing this proud moment in digital perpetuity was the multi-talented Brandon Flannery.

VOL. 8, NO. 1

In terms of DIY shows, the ones that really try to show you the steps involved in the construction of a vehicle are my favorites. Having spent time working with the hosts of these type of shows, I know they have a huge audience. The heavy-handed endorsement of products is a given with TV and how they exist (like the advertising in this magazine), so I get it. But, a careful balance between huckster and builder often goes awry.

My issue is with the shows that attempt to execute some form of plot with a self-imposed deadline or other pressure that overly presses the program. As the Ringbrothers, Zane Cullen, Troy Ladd, Steve Strope, or any of the top builders can tell you, they receive great push back when they tell someone it takes two years to build their car, and lots of cash. TV has done them a disservice.

That said, in this issue, we have a Hellcat that make a 1000-hp transformation in five days. When the story was originally pitched to me, I was extremely doubtful this was a story for PPN. In talking with Mike Beavers at BWoody, it looked and smelled like the real deal. A call to the car’s owner, John Perry, helped me become a believer. But, it was the understanding this was a five-straight-days, all-night thrash, not unlike what happens when prepping a race car for competition, that convinced me to green light the story. I’ve been there before. It was definitely real.

But, don’t think everything was perfect after the deadline was met; even the BWoody build had some pick-up work after the build, including a driveline vibration and some electronic tuning. In contrast to reality TV, this feature includes a lot of all the parts chronicled and documented by the BWoody team. It’s not meant as a how-to, but rather watching a dedicated team do what they do.

So, read along and tell me what you think. I hope it’s entertaining, but you be the judge. Let me know what you think — with anything in the issue. Thanks for reading.

– Cam Benty cbenty@xcelerationmedia.com

Staff

PPNDigital.com 1

PPNDigital.com 1

TECH

FEATURE

36 PERFECT PAINT

18 DEATH VALLEY DAYS

Tips, Tools, & Techniques to achieve ultimate shine

Prototypes and prime rib in the California desert

46 CARB VS. EFI

24 HEAVEN CAN’T WAIT

Which one makes more power?

Bwoody Motorsports five day 1000RWHP transformation

58 BLOWN AWAY

30 PROFILE: BILL TOWER

Building an affordable 6-71-assisted BBC

The most interesting man in Chevy Racing history?

70 CARBON DRIVESHAFTS

42 A CADDY IN CRISIS

Lightweight and strong, the new wave in ‘shafts

Ringbrothers’ latest bipolar creation

73 CRITICAL SPEED

54 CARBONATED

Know what it is, or you could be in trouble

Ditch the fiberglass, this ‘Vette is all carbon fiber

80 LS OIL PUMP TECH

76 WOLF WAGON

More to pumps than volume and pressure

GTX gives new meaning to the term “Haulin’”

84 AGGRESSIVE EVOLUTION

88 SHE’S SO FINE

Technology takes cams to a new level

Classic ’61 Chevy Bubbletop goes to new heights

92 WHEEL WOES NO MORE

100 THE SUPERBIRD THAT KILLED AN ERA

Don’t guess the size of tires & wheels

EPA’s unusual platform charted the future of performance

94 SUPERCHARGER STORM

104 WALK THE WALK

Turbo-inspired compressor builds big boost

Free-breathing Chevy C10 sports all new intake tech

96 ROCKING OUT SPR Rockers allow increased lift for your LS

108 CURING FUEL DILUTION Spring cleaning for fuel systems is critical

2 Power & Performance News / Vol. 8, No. 1

DEPARTMENTS 1

CONTENTS

BENCH RACING

My quest to find real, reality automotive TV

04 FAST TALK Making a case for “human” driving controls

06 SPEED NEWS

SPEED SHOP

Repro Firestone Wide Oval Tires Coker Tire.................64 Single-disc Bolt-together Torque Converters for GM 4L60E, TCI Auto................................64 Max Fire Plug Wire Sets Edelbrock................................64 FireWire Spark Plug Wires & Kits FAST.........................65 170-amp Proline Alternator Vintage Air.......................65

Racing, product, and entertainment news

Rear Pro Coil Over Systems QA1....................................65

12 VIDEO REWIND

Voodoo Crankshafts, Lunati .............................................66

Cool videos about cool cars and enthusiasts

LS Cast Exhaust Manifolds Hedman Hedders..............66

14 SOCIAL MEDIA SOUND OFF

Zeon RS3-Gi UHP tires Cooper Tires...............................67

Stay connected through social media

16 DIGITAL GUIDE

Small Block Chevy Alum. Block Speedmaster79........66 LS Lifter Retaining Tool, Powerhouse Products...........67 400+ HP PowerCrate Engines Year One .......................68

Power & Performance ‘sites, apps, and social media

Advanced Vehicle Care System Jay Leno Garage......68

107 PUT IT TO THE TEST

Stealth Protection Film XPEL..........................................69

Spring Seat Cutter from Powerhouse

112 PARTING SHOT Did you purchase one of these when new?

AT3 Synthetic DEX/MERC Automatic Transmission Fluid, Driven Racing Oil............................69 Bushed OEM Rocker Arms for GM LS Engines, Crane Cams.............................................69

+

See more new products updated daily @

PPNDigital.com

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

PPNDigital.com 3

Fast TALK

WITH JEFF SMITH

The price of technology

I

n the past, I’ve mentioned the driving education I’ve earned from several schools, but especially from the Bondurant School. My first school goes back to 1986 when Bondurant was at Sears Point and using Ford Mustangs and Formula Fords. Those were great times.

One of the best parts of the school that related directly to driving on the street was a three-lane accident avoidance maneuver course. The situation involved driving a Mustang down a single lane that opened into an intersection where you faced three opposite separate lanes — one straight ahead with a lane on either side. Each of these entries were marked with a set of cones roughly three to four car lengths from the entry.

Each of the lanes was controlled by a traffic light positioned above each lane. The idea was to enter the intersection driving at roughly 40 mph. Just before you entered the open area, all three sets of lights had a green light, meaning you could enter any of the three. But, as soon as you entered the intersection, two of the lights would turn red and you had to perform several actions simultaneously.

The first was to begin braking, but you also had to react to the lane that was still green and steer into that lane while maintaining control. This was not difficult at 40 mph, but did require you to have quick reflexes. Most of the time, you had to turn either left or right as the center lane was usually red.

Once our class of about 15 students had hit each session a few times, the instructor changed the rules, and he might make all three lanes red. This was done for several reasons. Some of the students quickly figured out you didn’t have to hit the brakes to make the lane change. But, if your foot wasn’t covering the brake pedal (I’m a leftfoot braker, so that gave me an advantage) you would not have enough time to get stopped before entering the line of cones that marked the beginning of each lane.

After none of us could get stopped before the line of cones, the instructor asked us what we learned. One of the students claimed “You can’t get stopped in that short a distance,” which was exactly what the instructor was anticipating. He handed me the controller and offered to drive into the test area at 5 mph faster than the speed we had been told to use.

As you can imagine, the instructor was more than able to stop with plenty of distance before the line of cones, we were all suitably impressed. But, that wasn’t the point of the exercise.

The real point was to show us it’s easier to avoid a dead-stopped car directly in front of you by using a combination of braking and maneuvering rather than using just the brakes to try to get completely stopped.With all this as background, I’m watching television the other night and 4 Power & Performance News / Vol. 8, No. 1

I’ll admit my ’64 El Camino isn’t nearly as safe as a 2017 pickup. It doesn’t have a shoulder harness, and its steering column doesn’t collapse, nor is it fitted with an air bag. But, I guarantee you I’m safer in my old car because I know how to drive, compared to a millennial who is texting while driving a brand new car.

a commercial for a Kia shows a driver portrayed as not paying attention to his driving. The scenario shows a car directly in front of the Kia that comes immediately to a stop. Our clueless driver is unaware he’s about to hit the car immediately ahead when, magically, the Kia collision avoidance system applies maximum braking (remember it has ABS) and brings our now startled driver to a complete and safe stop some 10 feet before hitting the car directly ahead of him.

There is so much wrong with that commercial that I’m appalled Kia would allow it to be shown in public.

To me, the commercial’s implication is that it’s perfectly acceptable to drive distracted because the car’s automatic braking system will save you. That’s just wrong.

Unfortunately, I think this technology is merely enabling a new generation of drivers to think “Hey, I don’t have to really pay attention here; the car will brake for me, so I have more time to play with my phone while I’m driving!” While that sounds childish and overly simplistic, I know there are people out there who drive to work in the morning while reading a book or the newspaper. I know this because I’ve seen them. They are morons.

Using the Bondurant driving simulator test example, it would be far better for the driver who is paying attention to merely move into an adjacent lane to avoid hitting the stopped car in front. Granted, those adjoining lanes may be occupied. But at 60 mph, which would you rather do: Smash into the car directly ahead at 40-plus mph or slide into the adjacent lane and perhaps bend a fender of the car next to you? I know which choice I will make. And, it certainly won’t be behind the wheel of a Kia.

Your Car Was Built To Perfection

Keep It That Way DRIVEN CARB DEFENDER FUEL ADDITIVE AND HOT ROD OIL ARE FORMULATED FOR LONG ENGINE LIFE, BOTH ON AND OFF THE ROAD.

Many classic, muscle and historic cars are not daily drivers. As a result, they have different needs than vehicles that see the road every day. Time down in the barn, garage or shop can actually do more damage than heavy driving. Driven products are engineered to protect cars both at play and at rest.

Carb Defender

Hot Rod Oil

Driven Carb Defender Fuel Additive is formulated to protect against Ethanol damage and induction deposits. It utilizes special corrosion inhibitors that control combustion chamber residue and also cleans and protects fuel system and intake tract surfaces. Additionally, it offers outstanding fuel stabilization to extend fuel storage life.

Hot rods, muscle cars and vintage engines require high levels of ZDDP for camshaft and dry-start protection.

Driven Hot Rod Oil™, contains special additives that meet the latest SAE J300 Cold Cranking requirements to guard against rust and corrosion during storage periods. Available in conventional and synthetic Blends.

1.866.611.1820 | DRIVENRACINGOIL.COM

Join Us:

#DRIVENTOWIN

EZ-EFI EIGHT STACK INDUCTION SYSTEMS ®

Drawing upon roots deeply entwined in Weber-carbed Cobras, nothing says exotic, distinctive power like an eight-pack of injector stacks. Inglese™ seamlessly blends the timeless visual appeal of these legendary induction systems with modern self-learning FAST® EFI for an unbeatable combination of looks and performance.

The Eight Stack System uses EZ-EFI 2.0® Fuel + Ignition, which allows a wider camshaft selection and supports up to 1000 HP. Self-tuning EFI with built-in diagnostics offers better performance, cold starting and drivability.

EZ-EFI® SIDEDRAFT INDUCTION SYSTEMS I NGLE SE.COM 1 . 8 6 6 . 4 5 0PPNDigital.com 5 .8089

9742T

Sidedraft Induction version easily bolts right on 4150-flange four barrel intakes for an exortic new look and flawless FAST® performance. Available with EZ-EFI® Fuel and EZ-EFI 2.0® Fuel + Ignition.

Speed NEWS

SPONSORED BY

NEWS | HEADLINES | HOT TOPICS

Stick the Landing

Dodge Challenger introduces all-wheel drive To modify the slogan, four wheels are better than two. In high performance, All-Wheel Drive (AWD) systems are terrific at increasing grip in less than optimum conditions, be they environmental or self-inflicted. So, the arrival of AWD for an American muscle car is actually a very big breakthrough for handling.

“Dodge is shifting the muscle car paradigm with the new 2017 Dodge Challenger GT — the world’s first and only AWD American muscle coupe,” says Tim Kuniskis, head of passenger cars for Dodge, SRT, Chrysler and FIAT, FCA – North America. “The Challenger has always been the most wide-ranging and functional muscle coupe, and now, with the new 305-hp all-wheel drive Challenger GT, we are stretching the functional and geographic boundaries even further.”

According Chrysler, “Enhancing the on-road dynamic performance using precise front-to-rear torque control integrated with the Electronic Stability Control (ESC) system, Vehicle Dynamic Control (VDC) maintains Challenger’s fun-to-drive character, regardless of road conditions.

While muscle cars continue to break for peak horsepower with each passing model year, AWD is a technology not currently found in any other vehicles of this type. Certainly the V6 Challenger may not have the biggest power output, but it is a great advancement in handling — that should find its way up the food chain very soon.

Yenko Rides Again

Special Vehicle Engineering (SVE) unveils limited production 800 hp Yenko/SC Corvette Don Yenko was an amazing Chevrolet racer, winning numerous competitions while growing his father’s car dealership in Canonsburg, Pennsylvania, by catering to high-performance car enthusiasts with specially built muscle cars. Yenko Camaros, Chevelles, Novas, Vegas, and Corvairs were some of the highest horsepower cars ever to come from a GM dealership, and are highly regarded today.

The newest vehicle to carry the famed Yenko name, the 2017 Yenko/SC Corvette will be built in limited numbers and feature a staggering 800 hp thanks to its supercharged LT-1 engine. “This is the fastest and most well balanced vehicle we’ve ever built,” says David Hamburger, SVE vice president.

What lies under the hood is what makes the Yenko Corvette truly unique. Power comes from a fully blueprinted 416c.i. (6.8L) LT-1 engine, featuring an aluminum block with a computer-balanced rotating assembly, including a race-quality forged 4340 steel crankshaft and H-beam rods, with forged aluminum pistons.

6 Power & Performance News / Vol. 8, No. 1

CNC-ported and polished LT-1 cylinder heads are topped off with a 2.9L twin-screw supercharger that’s fed by an LT-4 fuel system and injectors — a configuration good for 800 hp and 750 lb-ft of torque. Transmission options consist of a 7-speed manual transmission with active rev match, or an 8-speed paddle-shift automatic specifically tuned to handle the increased power.

NEWS | HEADLINES | HOT TOPICS

Speed NEWS

HAPPY BIRTHDAY

MOPAR

80TH ANNIVERSARY FOR “MOTOR PARTS” BRAND!

Driving to excel Ford’s GT40 gauge pod is a look into the future

Like the glass cockpit in airplanes and racecars, the all-new Ford GT features an all-digital instrument display in the car’s dashboard that quickly and easily presents information to the driver, based on five special driving modes. The innovative 10-inch wide digital instrument display is far advanced from the original Ford GT, when the cockpit was hardwired with a fixed set of analog gauges, buttons, and knobs across the dashboard that had to address almost every situation.

1. Standard Mode: Speedometer is centered and bold, with gear selection to the right and fuel and temperature at top left.

The hockey-stick-shaped tachometer displays in a compressed scale for lower rpm, as the engine revs so quickly the lower counts mean almost nothing to the drivers. The 3,000 to 7,000 rpm range dominates the top of the display.

2. Wet Mode: Carries many of the same information concepts over from normal mode, using a blue theme and a “wet floor” look.

Graphics under the speedometer emulate the shine of wet asphalt to remind the driver of the mode selection.

3. Sport Mode: Adjusts information priorities. Front and center is gear selection, with the speedometer off to the right and less prominent. It’s displayed in an aggressive orange theme background and is the preferred mode for most test drivers.

4. Track Mode: Presents a stark combination of black background and highly legible text and graphics, in a crisp, red theme that’s easy for the eye to pick up in a fast-paced environment.

Gear selection and engine speed are prominently displayed, while coolant temperature, oil pressure, oil temperature, and fuel level are rendered as a percentage, rather than miles to empty.

5. V-Max: Offers an entirely different display — purposeful and pared down. Specifically tailored to pursuing maximum top speed, it displays a large, centered speedometer, with tachometer reduced to just a line with indicator dot for minimal distraction. Coolant temperature, oil pressure, oil temperature, and turbocharger boost are displayed to the right, with fuel level displayed top left.

That leaves us with one question: How do you turn on the air-conditioned seats?

T

he Mopar brand, born August 1, 1937, as a contraction of the words “Motor Parts,” celebrates 80 years in 2017, marking an amazing evolution over eight decades. First introduced as the name of a line of antifreeze products, the Mopar brand has since transformed to encompass total service, parts, and customer care for Fiat Chrysler America (FCA) vehicle owners around the globe.

“The Mopar brand holds an unparalleled place in the automotive world, possessing name recognition, scope of service and passionate enthusiasts unmatched by any other service and parts organization in the industry,” says Pietro Gorlier, head of parts and service (Mopar), FCA – Global. “From humble beginnings as a simple name for antifreeze products, now the Mopar brand reaches customers in over 150 markets offering parts, service, and innovative care throughout the whole customer journey.”

After its introduction in 1937, the Mopar brand quickly began to stand for more than just antifreeze. The brand made a name for itself in the muscle car era of the 1960s, cementing a legacy on the streets and at the dragstrip that by decade’s end would have owners referring to their vehicles as “Mopar” cars. Here are just some of the more significant logos from 80 years of Mopar.

PPNDigital.com 7

Speed NEWS

NEWS | HEADLINES | HOT TOPICS

SPONSORED BY

The big news for the 17th year of the Somernites Cruise is the amazing raffle prize - a 1955 Chevrolet Bel-Air complete with A/C, automatic transmission, and disc brakes.

2017 Somernites Cruise raffle car revealed To kick off the 17th season of Somernites Cruise, they have the best raffle car ever – a 1955 Chevrolet Bel-Air – sponsored by Don Franklin Chevrolet. The car features a small-block engine, automatic transmission, A/C, disc brakes and parts from Danchuk. Cruise President Tim Daulton stated, “This is the best raffle car we’ve ever offered. The winner is going to be very happy!”

Raffle tickets to win the Bel-Air can be purchased online by visiting the official website at somernitescruise.com and then clicking the “Buy Raffle Tickets” button. Tickets will also be available at regular Somernites Cruise events for $10, and you do not have to be present to win. The official drawing will be made October 28, to select the winner.

Somernites Cruises are held on the fourth Saturday of each month, April through October in downtown Somerset, Kentucky. Held rain or shine, the show averages more than 1,100 show cars and trucks at each event. Admission is FREE for car owners and spectators, and the gates open at 1p.m.

(EDT). Visit www.somernitescruise.com for event info.

Somernites Cruise is a free family-oriented classic car event having garnered national attention for its unique setting and wide variety of customs, classics, and muscle cars. The schedule for the 2017 cruise season has just been released and features something for classic car enthusiasts everywhere.

8 Power & Performance News / Vol. 8, No. 1

2017 FRI-SAT SOMERNITES CRUISE DATES:

April 21-22...(Opening Weekend) Somernites Truckin’ Nationals Showcase May 26-27...Mopar Mania Showcase June 23-24...Camaro & Firebird Showcase July 21-22...Corvette Summer Showcase & Somernites Reunion Aug 25-26...Mustang Alley Showcase & SuperCruise Sept 22-23...12th Annual Power Cruise sponsored by Holley Oct 27-28...Tri-Five Chevy Showcase w/Traditional Hot Rods Showcase Corrals are only a portion of each month’s Somernites show. All customs, classics, hot rods, and muscle cars are welcome to participate each and every month. In addition to checking out more than 1100 hot rods at each show, plan to stop in the Vendor Alley for new performance parts and refreshments, then visit the Swap Meet for great deals on used parts. Many shows will also feature celebrities and special displays.

Somernites is a multi-day event with extra car-related activities on Cruise weekends including the Friday Night Block Party at Somerset Mall and Saturday Morning Fun Runs to local points of interest. The Somernites Cruise is one of the best and biggest in the area – and not to be missed.

Xceleration Media is the official national media partner, so make sure to pick up one of our magazines at each event!

PPNDigital.com 9

Need for Speed In tandem with the launch of the 6th Gen Mustang was the release of the newest version of Need for Speed Rivals video game from EA sports. Ford certainly realized the marketing merit of drawing in the attention of this huge audience, working close with the EA team to push the new Pony’s debut.

10  Power & Performance News / Vol. 8, No. 1

Photo Courtesy Ford Motor Company PPNDigital.com 11

Video REWIND

RACING | PRODUCT | ENTERTAINMENT

EXCLUSIVE CONTENT

THE LIFE — SELF-MADE MAN DODGE DEMON FIRES UP The Dodge folks are pretty good at teasing their future muscle cars, the original launch of the Dodge Challenger/Charger Hellcats case in point. During the last few weeks, they have been teasing the impending release of the new Dodge Demon Hellcat that kicks the horsepower bar up another notch — if you can believe that. This link takes you through each stage of the video reveal, beginning back in January through to the public reveal. Take a look at their creative way they build audience. For Mopar fans, it’s Christmas.

TOP FIVE MUSCLE CARS OF 2017 This very cool video reviews the top modern muscle cars offered today, in great detail. The usual suspects are present, including the Camaro Z/28, Shelby GT500, and Challenger Hellcat, but the video delivery is really engaging. We really enjoyed watching this French guy run the GT500 around the LeMans Circuit. We’re not sure what he is saying, but the close-up of the tach running to redline speaks to us.

SLIPPERY TECH TIPS There’s nothing like a video to clear the air on your misperceptions or just learn the right way to do something. The folks at Melling have created a library of videos that are easily accessed and deftly illustrate the latest in engine oiling technology. Hosted by “George from Melling,” his clear explanations, in laymen terms, reveal simple to complex tech anyone can understand.

For engine builders, novice, or pro, this is well worth your time.

12 Power & Performance News / Vol. 8, No. 1

The Life is a new web series from Xceleration Media showcasing the passion of the people within the automotive hobby. In this debut episode, we learn about Lonnie Johnson, owner of a one-man shop in rural Mississippi making a name for himself building one-off customs and Hot Rods.

WHY WE LOVED TRANS AM RACING IN THE ’60s So, you were too young to attend any of the original Trans Am races back in the day. Well, join the club.

But, if you want to see the restored racecars, formerly driven by Donohue, Posey, Follmer, or Parnelli tossed around the track by some super talented guys, this is the video for you. Filmed at Watkins Glen in upstate New York, not even ABC Wild World of Sports could have captured this kind of footage back in 1970. The in-car video is amazing spliced into some professional ontrack race coverage that makes for excellent viewing. If you love classic Trans Am pony cars in competition, check this one out.

THE THE NEW NEW STANDARD STANDARD IN IN PERFORMANCE PERFORMANCE IGNITION. IGNITION. CD (capacitive (capacitive disdis•• High-voltage High-voltage CD charge) idle to to redline redline charge) spark, spark, idle • Multi-strike series drastically improves throttle response •• Clean, Clean, separate separate tach tach signal signal for for EFI & RPM monitoring EFI & RPM monitoring • Full one-year warranty and • Full one-year warranty and CARB approved models

CARB approved models

The switch to the FAST ®® E6 Ignition is on thanks to American-made quality, extreme The switchproven to the performance FAST E6 Ignition is on thanks to American-made quality, extreme reliability, and superior customer service.

reliability, proven performance and superior customer service.

redline. A series of sparks at lower RPM offer quicker starts, smoother idle and

ic pickups and features a clean RPM sig® nal and aftermarket E6 Ignition For for easyEFI installation, all FASTtachometers. boxes utilize the industry standard mount-

® E6 Ignition For easy installation, FAST ing footprint, and theyallare compatible with other plug wires and mountdistribboxesbrands utilize of thecoils, industry standard utors.

The E6and is compatible with any with caring footprint, they are compatible other brands of coils, plug wires and distributors. TheE6E6 is compatible any carE6 W/with REV LIMITER

bureted or fuel injected 4-, 6- or 8-cylinder engine is ideal for street, and track buretedand or fuel injected 4-, 6-strip or 8-cylinder vehicles.

engine and is ideal for street, strip and track vehicles.you need technical support, FAST® is Should always here to help, even on Saturdays when

Should need FAST® is the otheryou guys aretechnical nowhere support, to be found. always here to help, even on Saturdays when Regardless if you powering street perthe other guys are are nowhere to beafound.

formance or all-out race application, FAST® ignition should be are yourpowering next ignition system.

Regardless if you a street perWelcome to new era in ignition. formance oraall-out race application, FAST®

ignition should be your next ignition system.

E6 W/DUAL Welcome to STAGE a new era in ignition.

REV LIMITER

E6 CIRCLE TRACK

Street/Strip

X LIMITER E6 W/ REV

E6 W/DUAL STAGE X REV LIMITER

Circle Track & Extreme Duty

High HP Street Cars X

Street/Strip X

Circle Track &XExtreme Duty

Street Rods/Muscle Cars

High HP Street Cars

Carburetor & EFI Compatible

X E6

APPLICATION: Rev Limiter

Street Rods/Muscle Cars

20° Start Carburetor & EFIRetard Compatible

X

Weathertight Connector Rev Limiter Vibration Mounts

X X

X X

X X

X X

X X

X X X

X

X

X

Legal In All States, CARB E.O. Approved

X

X

X

PART #:

#30642

#6000-6400

#6000-6424

Legal In All States, CARB E.O. Approved

X

X

X

20° Start Retard

Weathertight Connector Vibration Mounts

X TRACK E6 CIRCLE

X

X

MATCH WITH OUR PERFORMANCE COILS, XDI DISTRIBUTORS, PART #: #30642 #6000-6400 FIREWIRE® PLUG WIRES AND MORE!

X

X

X

#6000-6424

X

X

#6000-6700

X

#6000-6700

MATCH WITH OUR PERFORMANCE COILS, XDI DISTRIBUTORS, 1.877.334.8355 •®WWW.FUELAIRSPARK.COM FIREWIRE PLUG WIRES AND MORE!

9747j

FEATURESFEATURES

APPLICATION:

improved throttle transition. Full voltage beyond RPM increases improved3,000 throttle transition.

Fullmidrange voltage and top end power. It can be triggered beyond 3,000 RPM increases midrange with breaker points, amplifiers or magnetand top end power. It can be triggered ic pickups and features a clean RPM sigwith breaker points, amplifierstachometers. or magnetnal for EFI and aftermarket

• #GOFASTER

1.877.334.8355 • WWW.FUELAIRSPARK.COM • #GOFASTER

PPNDigital.com 13

9747j

FAST®, the trusted leader in EFI technology, ®is, the nowtrusted your go-to street FAST leaderbrand in EFIfortechnolperformance and race ignition systems. ogy, is now your go-to brand for street Incorporating the latest technological adperformance and race ignition systems. vancements, FAST® E6 Ignition Systems Incorporating latest technological adare hand-built the to provide better and more Systems vancements,performance FAST® E6 Ignition consistent when compared ® and more are hand-built to provide better E6 Capacto the “other guys.”

The FAST consistent performance itive Discharge Ignition willwhen equipcompared your enE6 Capacto thewith “other guys.”

The FAST gine high voltage from ®cranking to redline.

A seriesIgnition of sparks at lower itive Discharge will equip yourRPM enoffer quicker idle and gine with highstarts, voltagesmoother from cranking to

Social SOUNDOFF

14  Power & Performance News / Vol. 8, No. 1

FACEBOOK | TWITTER | MULTIMEDIA

PPNDigital.com 15

Digital GUIDE

WEBSITES | FORUMS | APPS

WEBSITE

SEMA Garage vehicle technology If you love cars – and think the new technology is pretty impressive, then the SEMA Garage (SEMA – as in those guys who do that great show in Las Vegas every November) is for you. This is where big and small manufacturers go to learn more about upcoming technology that will be integrated into the newest cars and trucks sold. If knowledge is power, then power up! semagarage.com/services/vehicletechnology

APP

ShowFinder Looking for a local cruise night or tech info on all classic cars? This app does a great job of keeping you up to date about events and club action in your area. Can’t find a club? Well, they can help with that, as well. While it encompasses info on all classics, the American muscle car content is excellent. iPhone and Android

WEBSITE

Jet Garage Looking to stay up with the latest tuning technology? This site, hosted by Jet Performance, keeps you up to date with the newest in tuning tips and cool tools. From basic terminology to advanced info on changes in OEM fuel injection and ECM updates, signing in to Jet Garage gets you there. Best of all, they will send you new info as it becomes available, without even having to sign in.

Jetchip.com/jet-garage

16 Power & Performance News / Vol. 8, No. 1

APP

iExit One of the biggest road trip headaches is figuring out what services are available ahead so you can plan your stops for fuel and food. iEXIT does a great job laying out that information in detail so you can find (or avoid) fast food or find the services you seek. During our road trip test, we found the information to be very accurate and helpful. And for all you truckers, there is a special version just for you!

Android and iPhone

GAME

Highway Speed Car Racing 2017 Touted as the best driving simulator of 2017, gamers drive their choice of six different cars, including a late model Camaro, on a highway-based racetrack. Packed with stunning 3D graphics, smooth and realistic car handling, and your choice of tracks and environments (night, day, snowy, traffic, etc.), you can challenge others to race or simply go into endless race mode and compete until your eyes cross and you fall over. Fun! iPhone

PPNDigital.com 17

DeathValley Days

Chasing prime rib and prototypes in the California Desert Words/Photos Richard Truesdell

18  Power & Performance News / Vol. 8, No. 1

T

hrough the years, I’ve made many visits to Death Valley National Park in California. More often than not, it’s been to photograph top-secret prototypes, cloaked in black camouflage designed to conceal the details of the cars we’ll see at an auto show in the future. I’ve had my share of scoops, all while dealing with temperatures that have reached as high as 129 degrees. Our purpose behind this route is to show you some historic locations and some awesome prime rib dining. Top that off with a road map for your own car spy photography adventure and you have a full day, for certain. Buckle up and turn on the air — you are going to need it.

Get going

For this trip, we started in Corona, California, where I usually meet up with a colleague who enjoys these kinds of adventures. Our vehicle of choice for this tour was a specially built 2010 Camaro modified by Kenne Bell and tuned to deliver 750 ready-to-romp horses, thanks to a KB supercharging system. On the roads we were to travel, the California Highway Patrol keeps close tabs on travelers, so extended high-speed runs can be risky. The Camaro ran flawlessly and was more than able to handle the temperatures we encountered on this trip. Here’s an obvious tip for all those to take this challenge — remember to bring along plenty of water, especially in the summer.

Our route fo r took us from the day (or couple of da and within Los Angeles up throug ys, if you like) a whisker h Death Val of want any ad le th ded fun, La e Nevada border. If y you s Vegas is not far aw ay.

PPNDigital.com 19

The kick-off for our trip actually happened in the Kenne-Bell parking lot in Rancho Cucamonga, California. That’s me on the right blocking out car builder Larry Weiner (middle) as I shake hands with company founder Jim Bell (left).

Normally, our first stop is up Interstate 15 through the Cajon Pass for breakfast at the Summit Inn. Unfortunately, the Blue Cut fire destroyed that Route 66 landmark on August 16, 2016.

Due to local support and a number of car show event fundraisers, the rebuild is going well, so plan on stopping there come Spring 2017.

After breakfast, the route soon turns from freeway to mostly two-lane blacktop taking US395 north towards Ridgecrest. However, if I’m out the door early, I’ll take a shortcut into the park through Trona, a town that time has literally forgotten. Since fuel is frightfully expensive at the two stations within Death Valley National Park, this is where I prefer to top off my tank.

Driving north out of Trona, there’s the Trona-Wildrose Road, the quickest way into Death Valley. As you enter into

the valley after negotiating some sharp curves, you’ll see the virtual ghost town of Ballarat. It was nearby that cult leader and mass murderer Charles Manson once lived, leaving behind a truck and some now-sinister graffiti.

Near the end of the Trona-Wildrose Road, you actually cross into Death Valley National Park (you’ll see a sign off to your right as a landmark) before coming upon the stop sign at CA-190.

Make a right turn on to CA-190 and you’ll head up a long hill to Towne Pass.

Next, drive down more than 5,000 feet in elevation to Stovepipe Wells, where gas and food, albeit limited, are available. It was at the gas station in Stovepipe Wells that I snapped my very first factory prototype back in 2000. It was actually what I would call a test mule, the soon to be released 2002 BMW 7-Series E65, mechanicals cleverly cloaked

On the way through the Cajon pass, we spotted this cool ’62 Chevy drag wagon that was for sale. The price was a bit steep, but it was up to current competition standards.

under the bodywork of the outgoing E38 model.

What’s interesting about this stretch of CA-190, from Towne Pass down into Stovepipe Wells, is it is one of the few places on earth where the road drops more than 5,000 feet in just over 18 miles. Most noteworthy is that in the summertime, temperatures can reach 120 degrees, yet it’s just three hours from major metropolitan areas — the outskirts of the Los Angeles Basin, as well as Las Vegas.

This makes it an ideal place to test automotive cooling systems under conditions few of us will ever encounter.

This is why it’s not unusual to see prototypes and test mules towing heavily laden U-Haul trailers up and down the grade, like the Mercedes-Benz ML and the Jeep Grand Cherokee we spotted recently.

Deeper into the desert

Petrolania at the Canyon Inn at the Cajon pass is a throwback to the way fuel stations looked back in the 1960s. It is on the original Route 66 highway.

20 Power & Performance News / Vol. 8, No. 1

Continuing northeast on CA-190, the road takes a sharp turn, going southeast until you reach Furnace Creek, the second place within the confines of Death Valley National Park where you can buy fuel. The problem is it’s usually twice the cost of buying it anywhere else in California. Now, paying nearly $5 a gallon might seem cheap to visitors coming in from Europe, but it seems terribly expensive to those of us living on this side of the “pond.”

Furnace Creek holds the distinction of being the hottest place on earth. On the afternoon of July 10, 1913, the United States Weather Bureau recorded a high temperature of 134 degrees (56.7 °C) at Greenland Ranch, what is now Furnace Creek. The hottest I’ve ever en-

Fuel up when gas is cheap. Since we were running premium fuel, the price was important, lest we spend over $5 for fuel somewhere in the desert.

This stop is in Trona, California.

countered here is 129 degrees during a 2001 trip to Death Valley. Unfortunately, I got a flat tire in that heat, which without gloves was impossible to change.

Thankfully, I was able to use my cell phone in the emergency call-only mode to summon AAA road service to change the tire at no charge.

I always try to time getting to Furnace Creek between noon and 2 p.m.

Why? Because that’s when the test drivers of the prototypes and test mules eat lunch if their drive route that day has them within the confines of the park. I can’t tell you how many times I’ve sat in my car waiting for the test drivers coming back to their cars after lunch, peeling back the car cover (prototypes that are two years out not only wear heavy camouflage, but are under cover whenever parked and unattended) to see something that is new.

The low of it

Heading south out of Furnace Creek, take the first right hand turn south toward Badwater Basin. Badwater holds

This historical image shows remnants of the SR71 Blackbird crash that occurred back in 1969.

I have found a few shards of that high-powered jet on my tours through Shoshone.

The entrance to the lowest point in the continental U.S. is clearly marked. It was around here that we hit our hottest spot, 129 degrees and remember the experience all too well.

the distinction of being the lowest elevation, 282 feet below sea level, in North America. When you are standing in the visitor center, you can look across the road and see a sign that says “Sea Level,” giving you some idea of exactly how low you are.

Continuing south on Badwater Road, you will encounter some challenging curves and switchbacks before reaching the intersection of CA-127. This intersection is noteworthy, as on the night of December 18, 1969, a super secret SR-71 Blackbird crashed at this location. At the time, the area was sealed off while most of the remains of the aircraft were recovered. But if you look east from the intersection, you will see some power poles with no wires. This is where part of the SR-71 crashed.

Prime time

Continue south on CA-127 about 1.6 miles and you’ll see the Crowbar Cafe and Saloon on your left, across from the Chevron station. What’s amazing are the almost universal four-star (out of five) reviews for the Crowbar Cafe and Saloon, as posted on websites from Yelp to Trip Advisor. It speaks to how good the food is here. So, if you’re sightseeing in Death Valley, testing a top-secret prototype, or simply driving north or south on CA-127, you won’t do better than the Crowbar Cafe and Saloon for three hours in any direction.

In all the times I’ve eaten at the Crowbar Cafe and Saloon, I’ve had the prime

Take the Baker, California, cut-off and you end up next to the largest thermometer in the world.

Despite the fact it was 11 p.m. when we passed by this icon of Interstate 15, it was still 99 degrees. Not cool!

rib more often than not. But, if you’re not up to 12 ounces of beef and want something lighter, I certainly can recommend the Reuben sandwich. It’s done classic New York-style with sauerkraut, not cole slaw (that’s served on the side), and is near perfect. Who would have thought one would find a spectacular Reuben on rye in the middle of the Californian desert?

Even with an early start, if one has had any success in chasing down test mules and prototypes during the day, by the time you’re finished eating dinner, it’s likely to be around 8 p.m. If driving back to Los Angeles or Las Vegas is more than you want to handle, try the Shoshone Inn. It has recently been remodeled and received mostly four- and five-star reviews from guests on both TripAdvisor and Yelp.

Home stretch

From here, it’s about an hour south to Baker, where you can pick up Interstate 15 to Las Vegas going north or Los Angeles going south. If you’ve ever traveled on Interstate 15 between Los Angeles and Las Vegas (and been stuck in Friday night traffic going north or Sunday night traffic going south), you know what Baker is best known for . . . besides over-priced petrol. It’s home to the world’s tallest thermometer. Baker has a number of petrol stations with attached convenience stores, fast food, and for a time, a Starbucks, which is now closed. That’s the fun part, compared to the drive back to L.A. Before taking off for this adventure, make sure you check the internet to make sure the above locations are open and the roads are clear. In California, you can dial 511 on your phone to check with the CHP to ensure all roads are passable. In the winter, snow does fall at some of the higher elevations, so they can be blocked or require chains.

Regardless, you will see some breathtaking scenery on this run — and if you have a cool car like ours, well that just makes is all the better.

Have fun!

PPNDigital.com 21

22  Power & Performance News / Vol. 8, No. 1

PPNDigital.com 23

Heaven Can’t Wait High-speed Hellcat transformation Words Cam Benty | Photos Mike Beavers, Brandon Flannery

H

ellcat Challengers and Chargers reset the bar for muscle car performance in America. Not even during the height of the original muscle car era did a production vehicle ever come with a rating of more than 700 hp or run a true 12-second quarter mile timing. Check the record books — that’s a fact.

So, when Mike Beavers of BWoody Performance told us he was in the regular practice of taking Hellcats up to the 1,000-hp mark, we were curious how that came together. What locked us down to follow his efforts was when he noted he was about to make the transformation in only five days. So this scenario, that sounds like so many other poorly conceived TV shows, is actually Mike Beavers and his team’s true reality. Hellcat Metamorphosis — a Brave New World.

24 Power & Performance News / Vol. 8, No. 1

One of the first key steps was the removal of the Charger front fascia and inner fender wells to make room for the installation of the BWoody true cold air intake, heat exchanger, and fans.

Next, the BWoody-designed OEM heat exchanger and supercharger coolant pump was installed.

BWoody heat exchangers and fans are mounted in this location and painted with flat black radiator paint for the stealth look.

Here a section of steel bumper is removed for the supercharger pump relocation.

All of these parts had to be removed to make room for the BWoody true cold air intake.

The OEM harmonic balancer and crankshaft are pinned to prevent slippage — a key step when increasing the supercharger boost.

The rear bump stops are cut down one inch to provide extra suspension travel during hard acceleration and then mounted on the rear end.

Mike Beavers noted this was a critical step in getting the Charger to launch.

Welding on a new bracket for the supercharger coolant pump is a critical task.

The Nitrous Express plate kit and JTL catch can are mounted in this position, making them easy to reach and inspect, for sure.

BWoody installed Mopar 3.09:1 gears, replacing the factory 3.55:1 gearing. This change cut twotenths off the 1,320 foot times.

The setup

his first call was to BWoody.

This is not the first time around for John Perry, who has had a number of high-performance vehicles in the past.

With a flair for the unusual, Perry built a 557c.i.-powered blown big-block that pushes his classic Ford Edsel to 9.50-second quarter miles. But that super fast race car, while a fun toy to wow friends and family, was not practical for driving around town. The interest in the Charger Hellcat is not only for its awesome power, but reliability.

“I bought the car in Jasper, Alabama,

since none were available in my area,” says Perry. “I wanted a car that I could drive to California if I wanted to, yet have that big horsepower under the hood. When I heard about BWoody, it was a natural tendency to want even more from the Hellcat. One thousand horsepower became the target.”

BWoody Motorsports owner Mike Beavers has spent as much time as anyone looking at ways to increase the power of these already massive power machines, figuring out how to break the code and unleash even great potential

BWoody Performance is well known for selling a wide assortment of custom performance components, as well as having a full-service shop manned by some highly talented technicians to complete just any transformation.

For those reasons, it’s not surprising they are in demand for modifications that take both Hellcats and their Mopar “cousins” to rarely seen levels. So, when John Perry from Memphis decided he was not fully satisfied with only a run-of-the-mill 707-hp Hellcat Charger,

PPNDigital.com 25

Massive Driveshaft Shop (DSS) axles will handle up to 1,400 hp and are solid insurance against possible problems in the future.

The factory Mopar exhaust used on Hellcat vehicles is impressive, but does not compare to the very free-flowing, horsepower-enhancing SOLO exhaust.

With all of the suspension upgrades, it was important to realign the suspension. Sean O’Hare, service manager at Cook Motorcars in Aberdeen, Maryland, performed the adjustment, assisted by Billy, the dealership’s SRT Tech.

The most critical handling enhancement was the installation of Spohn control arms and trailing arms.

Complimenting the axle upgrade, a DSS 1,000-hp aluminum driveshaft was installed.

The SCT custom tune was easily uploaded and allowed the team to reach full pull on the dyno.

from these complex vehicles. Ask anyone who works on Chrysler products, and they will be quick to note everything is technologically interconnected — so, you change one things and something else might be terminally disconnected.

“We found that everything you do on these cars can cause additional challenges,” says Beavers. “We remove a lot of parts on these cars to make room for supercharger upgrades and heat exchangers. Something as simple 26 Power & Performance News / Vol. 8, No. 1

For testing purposes, six 5-gallon containers full of water were placed in the trunk pre-alignment to adjust camber and thrust angle and mimic a partial loaded ¼-mile launch.

as removing the passenger seat or unplugging the windshield wiper motor will cause the electrical system to not fire the ignition, even though it would seem like these things would be totally unconnected.”

The initial discussions between John and Beavers went well, with the decision made to come as close to the 1,000hp mark with a 75 shot of nitrous, but also be able to run on 93 octane pump fuel in daily use, accompanied by water

Part of the Devils Own water meth kit includes this custom panel made to fit in the driver’s side HVAC ductwork.

methanol injection. No problem. Oh, and by the way, it all needed to happen within a week.

BWoody Motorsports took the challenge.

The timeline

The initial plan was to drive the car from John’s Memphis home to BWoody in Maryland, arriving on Sunday. Not long after the initial discussion, John considered having his wife make the

The Nitrous Express bottle was hidden in the spare tire compartment to keep it out of sight.

drive for him, since she had family in the Maryland area. John was concerned she might be overwhelmed by the power, so he took care getting the

“red” power key (Hellcats come with two keys — a valet key that delivers reduced power and one for the full 707 hp) up to Maryland. Its mere presence

in the car is enough to fire up the Hellcat’s full potential.

So with the key wrapped in three layers of aluminum foil, the car was

TEMPERED 8.5MM SILICONE OUTER Chemical Resistant, Won’t Crack or Shrink in Extreme Temperature

STEEL CONDUCTIVE WIRING Low Resistant Current with Maximum Voltage

KEVLAR CORE

Strength & Durability

COMPACT SILICONE BOOTS Extra Header Clearance

LATEX SILICONE LAYER

Enhances Conductive & Core Stability

SUPPRESSION LAYER

Effective EMI Choke & Insulation

EPOM INNER INSULATION Electrical Insulation

FOLD OVER CRIMPING Won’t Vibrate Loose

©2017 EDELBROCK, LLC

maxfireignition.com

PPNDigital.com 27

TRANSFORMATION TIMELINE

BEGINNING AT 8 A.M. SHARP, THE BWOODY TECHNICIANS STARTED ATTACKING THE CAR FROM THE FRONT AND WORKING TO THE BACK.

MONDAY

The dyno graph: John’s Charger made 952.60 rwhp and 944.37 lb-ft torque after fine tuning and adding a pretty healthy 75 shot of nitrous. If they went with 100 percent race fuel and ran a 150 wet shot, they feel they could easily reach the 1,000 whp mark. Charger techs believe the automatic 8-speed has an 18-22 percent drivetrain loss. If we calculate an 18 percent drivetrain loss to his dyno graph, he is actually making 1,124.068 crank horsepower, a 417.068 gain over stock.

gassed up and about to head to Maryland — until things changed and John decided to drive the car at full power the full 1,000 miles, at great rates of speed, just for testing purposes, of course.

The trickiest element of the transformation was the much-discussed reprogramming that was to conclude the week’s efforts. Eric Eldreth, owner of nearby ID Motorsports, uses SCT programming to find the sweet spot for performance and make sure all systems were ready to go when John drove the car home. The original plan was to complete this tuning on Saturday, giving a full five days for the building elements.

A family conflict for Eldreth changed all that and moved the dyno and programming efforts from Saturday to Friday, taking an already tight schedule to higher stress levels by requiring plenty of overnight thrashing. Not to tell the ending before the story, but the deadline was met. Beavers got the car to the dyno early Friday, and John headed back home Saturday morning.

Mission Accomplished!

BWOODY HIGHSPEED HELLCAT TRANSFORMATION CREW TECHS:

Michael Beavers (shop owner) John Maulhausen Derrick Hennigan

TUNERS:

Eric Eldreth (ID Motorsports) Matt Alderman

28 Power & Performance News / Vol. 8, No. 1

• Removal of the inner fender liners.

• Removal of the front fascia — required to access the heat exchangers • Removed cowl and wiper to access supercharger snout • Swap out factory driver’s side heat exchanger for dual, more efficient heat exchangers with fans • Remove the factory supercharger from the top of the engine • Remove factory injectors for high flow units • Change out supercharger drive pulley for increased pressure to 18 psi

TUESDAY

• Disassembled supercharger snout • Install new Medco supercharger overdrive pulley • Install 1000cc Injector Dynamics fuel injectors • Route nitrous lines under supercharger • Reinstall supercharger • Mount nitrous solenoids on fuel/nitrous lines • Stock cooling pump relocated • BWoody Performance TRUE cold air intake installed (yes it’s possible)

WEDNESDAY

• Switched to under-vehicle chassis work • Removed factory exhaust • Installed Driveshaft Shop aluminum driveshaft capable of handling 1,000+ hp • Removed rear suspension and differential cradle • Installed 3.09:1 gearing • Installed high-performance Spohn control arms • Installed 1,400-hp driveshaft shop axles • Install Solo Performance race exhaust, including race mid-pipes • Cut down rear bump stop to provide more suspension travel and compliance

THURSDAY

• Completed nitrous lines and mounted tank • Installed wiring for Devils Own water methanol kit • Reinstalled front fascia and wiper/cowl • Filled fluids and tested for leaks • Called Eric to confirm we would be there early Friday for dyno and tuning!

FRIDAY

• Using SCT programming, the tuning was completed by ID Motorsports • To program system, a new PCM is used and coded with new tuning • PCM is coded to current mileage and VIN for car to keep it legal • Used FUSE Fuels Accelerator Fuel Treatment for general driving • Fuse Ignitor 116-octane race fuel used for nitrous tests • Dyno tests performed in fifth gear for best efficiency In review, the work was completed in less than the time allotted, with after hours thrashing to make the insane deadline. Except for a slightly out of balance driveshaft and a leaking fuel line on the nitrous system, due to overtightening, the vehicle sailed to Memphis without note. Today, the black Hellcat prowls the streets of the home of the Blues, handing out beatings to all who challenge its abilities.

So, if you decide to test the power of Perry’s Mopar, your race strategy should come down to three words: Pray for Rain!

Sources: BWoody Performance, Bwoodyperformance.com; Devils Own Methanol, alcohol-injection.com; The Drive Shaft Shop, driveshaftshop.com; Fuse Fuels, fusefuels.com; ID Motorsports, id-motorsports.com; Injector Dynamics, injectordynamics. com; Nitrous Express, nitrousexpress.com; SCT Tuners, sctflash.com; Solo Exhaust, solo-performance.com; Spohn Performance, spohn.net

LIFE’S BETTER WITH THE TOP DOWN! the #1 company for convertible parts

Top Cylinders ......$114-$129 Motor Pump .................$229

Hose Set ............................$89

hydroe.com • 941-639-0437

Hydro•E•Lectric PPNDigital.com 29

30  Power & Performance News / Vol. 8, No. 1

PPN PROFILE:

Bill Tower Legendary engineer, successful racer, Corvette and racing enthusiast Words/Photos Cam Benty

I met Bill Tower at a Denny’s outside of Lakeland, Florida, at a meeting arranged by a friend in Michigan in order to pick up Corvette images of the recent Amelia Island Concours. I had no idea who Tower was or his legacy within the automotive world. At that time, he was just a guy sitting at a table stirring his coffee and waiting for me to arrive. I introduced myself, ordered a coffee, and began looking at the photos he had brought. I selected a few, and as the conversation slowed, I asked the lynch pin question that was to fire up a friendship of now 20 years. . .

“So, do you own any cars,” I asked.

Bill’s reaction to the question was quizzical only because of its naivety. It turns out Tower has not only some of the most valuable and historically significant Chevys of all time — like Zora’s SR2, Earnhardt’s “Pass in the Grass” Chevy, and Roger Penske’s Grand Sport Corvette — but has worked for Chevrolet Engineering for more than 50 years. To this day, Tower still does projects for Chevrolet, McLaren, and others. Sharp as a tack, Tower belies his age and is quick with wit, or rebuttal of your poorly constructed questions. As I have learned when dealing with Tower, don’t be stupid. – Cam Benty Florida is just far enough

Some of Bill Tower’s no nonsense nature may have come from his years working with fellow Floridian and legendary race engine builder Smokey Yunick, the two working on many racing projects for Tower’s boss and Chevy Race Engineer Vince Piggins (the same guy that invented the Z/28). In the golden age of GM racing (1960-1972), these three “characters” were at the heart of every race win or new performance product to come from Michigan.

But while Tower was a full-time Chevy engineer, much of the time he lived in Florida. According to Piggins, that was just far enough away from HQ to allow him to get things done. Case in point was tackling the problem encountered with Chevrolet’s new big-block 425-hp high-performance engine, which, in their first year of production (1965), had serious issues with rod bolt breakage. Try as they might, Chevy struggled to find a cure.

Tower discovered the solution near his central Florida shop. Tower tested the current factory rod bolts and determined they were in no way race ready. Having had significant aircraft engineering experience, he headed down to his local airport and searched the fastener bins in the Lycoming

Bill Tower shows off some of his prized possessions, including the Smokey Yunick 283c.i. engine, a Can Am big-block Chevy with side draft carbs, and a hint of some other historic machines.

PPNDigital.com 31

As much of an historian as highly-decorated engineer, Tower has an amazing collection of great engines and cars, having raced and worked on most of them when they were brand new.

The last Grand Sport built has a ton of history. Driven by Roger Penske and Jim Hall, none of the five original Grand Sports are more significant. Allegedly, Penske attempted to buy it back — even a blank check could not dislodge it from Tower’s collection. Tower never calls this a Grand Sport but rather the name it was called back in 1963, “The Lightweight.” It was a good name because the car weights less than 2,000 pounds.

Aircraft engine rebuild shop. It was not long until he found a bolt that was about the right size, requiring only a slight shortening to match the configuration he needed for the Chevy engine.

Handcrafting a set for one test engine, he sent them up to Detroit where they were dynoed and found to be the perfect solution. Shortly thereafter, GM bought and modified Lycoming bolts for their race engines produced at the Tonawanda, New York, engine plant before mass-producing new bolts based on Tower’s specifications.

A man of much history

Bill Tower is a racer, a war hero (Navy Seal), space shuttle engineer, and an 32 Power & Performance News / Vol. 8, No. 1

amazingly astute craftsman. The number two man at Chevrolet for Vince Piggin’s lauded engineering team, Tower was an early adopter of multi-tasking while working for Chevrolet development. As noted, Tower split time between Detroit and Florida, his Tampa facility becoming a “skunkworks” for projects that would have been stalled in the Michigan-based corporate environment.

Sound like big talk? Take a look at some of his accomplishments during the last 50 years: 1) Development of original Rally Wheel design to aid in brake cooling.

The new wheels replaced the solid wheel covers used on early Corvettes.

These wheels allowed the air to flow through the wheel to reduce heat.

2) Change-over of Corvette to fourwheel disc brakes as standard equipment. Until they were offered in 1965, the Corvette used drum brakes. For repetitive stopping conditions found in racing and performance driving, disc brakes were far superior. It was Tower who was instrumental in making discs standard issue.

3) Top Fuel Driver for Dick Clark American Bandstand-sponsored dragster. While under contract for Chevrolet, Tower raced a Chrysler Hemi-powered Top Fueler in the 1960s, giving Don Garlits fits in match race competition in his home state of Florida. He was one of

From the high banks at Daytona, Tower was able to wring out the “pass in the grass” Monte Carlo reaching speeds of 187 mph. The car has been documented as the car Dale Earnhardt Sr. drove on the apron at Charlotte Motor Raceway, passing Bill Elliott to win the race. Currently it wears the Wrangler colors, having been raced by five different Junior Johnson teams — verified by Junior himself and the Banjo Mathews chassis number.

Corvette Nirvana has arrived. This is the original ’67 L88 proving ground car that Bill drove around the Milford test track back in 1966. With prototype side exhaust and other one-off parts, it is an amazing and seriously fast Corvette. Only 20 L88 Corvettes were built in 1967.

the first Chrysler Hemi racers — much to the chagrin of his Chevy engineer pals.

4) First four-bolt main small-block

Chevrolet. It was Tower who pressed for four-bolt main blocks to make these popular engines compatible with racing applications. The four-bolt main design

made a dramatic change in small-block racing durability.

5) Replaced the “top end” in the original McLaren engine used in the first Mako Shark. The original Mako Shark predated the change to the C3 Corvette in 1968. The original powertrain was altered by Tower and used in the concept vehicle.

6) When the Corvette Museum in Bowling Green, Kentucky, incurred a sinkhole that swallowed seven collector Corvettes, Tower helped museum personnel correctly repair the windshield of the 1992 One-Millionth Corvette to original condition.

7) Development work on Holley Carburetion for L88 program. In 1968, Tower and Piggins worked on refining the 427c.i. L88 engine. At that time, Harold Sullivan from Holley delivered one of the first true high-performance, bigcube carburetors, Tower worked closely with Sullivan to maximize its horsepower potential.

8) As noted earlier, in 1966 Tower single-handedly repaired rod bolt issues that plagued the first year high-perfor-

PPNDigital.com 33

Bill has spent plenty of time with some of the top names in racing, because in terms of Chevy engineers, few had the hands on tuning and engine building experience of Tower. Even today, Chevy HQ knows they can call on him to diagnose vehicle issues — especially those that involve Corvettes. From left to right; Bobby Allison, Bill Tower, and Johnny Rutherford.

mance 396c.i. engines.

9) Engine & Aero development work for Pratt Miller Corvette C5R & C6R. With an eye for aero smarter than a wind tunnel, Tower modified both models during test sessions held in Sebring, Florida — improving lap speed.

This work was completed by adjusting nose angle and other features on site.

10) Engineered cooling system repairs on original 1990’s ZR1 for Corvette Chief Dave McClelland. Was hired

by Chevrolet engineering to correct cooling system issues on first run of prototype Corvette featuring 32-valve high-performance models.

11) Tuned a number of celebrity-owned racecars for competition, including Steve McQueen’s Lola T70 MKIIIB. A

highly-regarded talent not only for his tuning abilities, but his skills behind the wheel, Tower was McQueen’s go-to guy when he wanted the car right for racing.

12) Tower orchestrated the reunion of all five Corvette Grand Sport race cars for the 2003 Amelia Island Concours - possibly the last time they are all together.

The man, the myth

Tower’s contributions to Corvette development should make him instantly recognizable, but he’s not one for the spotlight. Instead, he likes to work away in his shop and build powerful engines for fast race teams that appreciate the best. He won’t work for back-of-thepack racers — well known to guys like

Joe Gibbs, Tony Stewart, Kenny Schrader, Rick Hendrick, and a few others, where the drivers can utilize his talents.

His specialty has become building restrictor-plate engines — putting many top names in NASCAR on the pole.

Tower still works to develop many late model racing products and was heavily involved in the development of the first fuel injection systems used in NASCAR. As an outside contractor for McLaren, he did much of the early testing in his Tampa test facility.

In addition, he not only worked with the Pratt & Miller Corvette race team to develop better aero (see above), but also handled the wheel as a shakedown driver to refine the C5 and C6 Corvettes with his friend Ron Fellows. His driving skills may be one of his most overlooked abilities, remember this guy drove Top Fuel dragsters in the End sentence after ‘60s. In 1988, he even reluctantly stepped in when famed racer Tim Richmond became too ill to race, finishing sixth for his friend.You just can’t make this stuff up . . .

In addition to Tower’s amazing engineering developments, he has an incredible collection of historically significant Corvettes and racecars, all purchased before they were so highly valuable.

While Tower is aware of their value, it is not the price of these cars that make them valuable to him — and a topic he will not discuss. None are for sale.

TOWER’S CURRENT PERSONAL COLLECTION INCLUDES: • #5 1963 Grand Sport Corvette racecar driven by Roger Penske and Jim Hall • 1956 Corvette SR2 — red, race car — the most valuable of the SR2s built.

• Proving Ground development 1967 Corvette L88 coupe — green • Betty Skelton ’56 Corvette race car • Dale Earnhardt Wrangler/Goodwrench “Pass in the Grass” Monte Carlo • Bobby Allison’s 1973 427c.i. Chevelle • Tim Richmond’s last ‘Cup Car — setup to retake closed course speed record in 2017 driven by Kenny Schrader

The last of the big-block 427c.i.-powered NASCAR Chevys, Bill restored this 1973 Coca-Cola-sponsored Chevelle in his shop to race-ready perfection.

34 Power & Performance News / Vol. 8, No. 1

In essence, only part of Tower’s legacy can be recanted here; the rest of the details are either too top secret to reveal or simply forgotten over time. A review of his shop is like a walk through time, each artifact carrying a story that can

Here’s something you don’t see every day. This amazing collection of racing and high-performance street intake manifolds stretches from 1957 to 1975. They are all hanging from the main support in Tower’s workshop. At last count, there were more than 75 intakes in this collection.

In all, three variations of the 1956 SR2 were created by Zora Arkus Duntov for racing. If you are a Corvette historian, this is the one you want see — the first one (and the one raced on the sand) with all the performance credentials. Total weight: less than 2,200 pounds.

be verified by credible sources. Case in point: Tower was cleaning up an old engine in his shop, something he bought long ago from Smokey Yunick back in the 1960s. He was aware it was an early 283c.i. engine, but not of the engines true significance.

While visiting from Michigan, former General Manager of Chevrolet Division Jim Perkins spotted the engine and asked Tower if he knew what he had.

Perkins informed Tower he had the very first 283c.i. engine ever made, serial #2. The first casting (#1) was flawed

to the point it was unable to be used.

That made Tower’s engine the first 283c.i. small-block Chevy to ever run. It now sits in his engine room with Can Am Big Blocks and Chaparral racecar engines. Oh, and mounted to the main beam in his shop, every Chevy racing intake manifold since 1957, in chronological order.

Yep . . . you can’t make this stuff up.

For over 47 years, JET Performance Products has been the leading manufacturer of aftermarket performance parts. All of our products are designed to give you better gas mileage, more horsepower and an overall better driving experience. From plug-n-play applications to completely rebuilt carburetors, JET has you covered. With over 75,000 applications we’re guaranteed to have something for your car or truck.

® PPNDigital.com 35

Tech TALK

Perfect Paint

Tips, tools, and techniques to achieve an amazing final finish Words Cam Benty / Photos Mark Oja, Cam Benty

S

o you’re hanging out at the car show and something catches your eye. It’s one of your favorite types of car, the suspension is set just right, and the cool color choice sets it ablaze.

But as you edge closer, not to be too judgmental, you see the attention to detail is just a bit off. The paint contains

36 Power & Performance News / Vol. 8, No. 1

huge swirl marks that seem to follow you as you walk around the sunlit panels. Sanding marks are evident on the lower edges near the fender lips. And worst of all, waving back at you from all sides are panels very far from arrow straight. Clearly, this was not what the owner was striving for.

In actuality, this is in part due to the huge amount of time required on prep and refinishing. Paint jobs are extremely expensive. A gallon can of high-quality, environmentally acceptable paint can cost as much as we used to pay for an entire paint job.

Back in the ’80s, I helped a friend with

The Dynamic Mixing System from 3M, along with their Platinum Select Filler, make a perfect pairing. This system guarantees a consistent mixing of filler and hardener throughout the process.

While you will forever be able to look up this article online at PPNDigital.com and see this information, if your cell phone is dead, the 3M guys were nice enough to put a guide for filler working times right on the can.

To shape the filler after hardening, we used 3M Flexible Abrasives line. It attaches to the D/A or Sanding block through their Hookit™ attachment design, so the abrasive has no chance of shifting when you are using it.

To prime the DMS, you simply install the cap, hook up the air line, and shoot out a stream of filler. At first, it will be heavy with hardener, but as you can see, the stream will quickly turn a consistent color, meaning the DMS is ready to go.

a small loan of $1,500. When he was unable to repay, he offered to paint my car.

When the car returned two weeks later, I was pleased with the result. Today that same paint job would be valued at close to $8,000, and the fact is that kind of loan is way out of my comfort level!

Note this is not a full course in painting, but just knowing about these steps will help improve the final finish of your paint refinishing project. Remember, often you can spend about the same amount of time doing a bad job as a good one. It’s just knowing what to do and what to avoid.

One really hot tip: Check out 3Mcollision.com for some very clear and basic-to-pro paint tip videos. If you’ve never done this, we suggest you take a look and fully understand the process. If you’re a pro, well, we can all learn something, right?

The art of paint refinishing

As mentioned, the paint job is the first thing you notice and key to your final perception. While the quality of paint available these days runs the gamut, it is all up to how the artisan manipulates those materials that makes all the difference.

For purposes of this story, we are working with 3M™, a signature name that has been in the paint business for many, many decades and offers a complete line of paint and refinishing products. Our usual partner in paint, Mark Oja of Marks Custom Rod Garage, was helpful enough to walk us through all of the tips and techniques shown here.

Panel surfacing — prepping for primer

For those folks who have already reached the paint refinishing stage, well, this is not for you. But for those who are early in the process or just want to see how it is done correctly, this section deals with pre-primer prep. This is critical because it is where you make the

The choice is yours at this stage; you can apply the filler right on the panel and spread it, or you can apply to the spreader and then to the panel.

Mark prefers the latter.

body straight as an arrow, and ultimately, a car show knock out.

Note this section does not refer to standard bodywork. If you have real dents and damage, you will have to fix that before getting to this step. We are now dealing with clean metal or fiberglass areas. News flash: these parts are not arrow straight. They require help to become straight and also a proper covering to allow for the primer to stick correctly.

While the applicator gun shown here may look like it is used to kill aliens on the moon, in our case, it is just the latest and greatest way to mix filler. The 3M Dynamic Mixing System (DMS) features a series of dispensers housed inside a larger applicator. Powered by compressed air and topped by a clip-on nozzle (various sizes are available to control filler flow) that finalizes the mixing process, this is the best way yet to avoid having to mix batch after batch of filler in varying doses of hardness. When you PPNDigital.com 37

Using dry guide coat, you can watch your progress while sanding. Remember, most of the filler will be removed, the filler is used to make the panel arrow straight.

The Festool Spot Scraper is an amazing tool that will correct many imperfections in your paint, from dust to full-on drips.

This is the complete 3M Paint Refinishing kit that includes abrasives, compounds, buffers, cleaning solution, and Perfect-It Detailing Cloth.

are doing an entire car, you get it.

The gun actually has a spiral system that is encased in the tip, and as the material is pressed out, it mixes the hardener and the filler in exact amounts. As shown, after you prime the gun and the filler mixture is a uniform coloration, you are ready to go. It looks like a big machine, but it does a big job.

Drips, runs, and dirt removal Work in a crossing pattern after the filler has dried. Avoid working lengthwise or across the filled area.

The 3M abrasives have self-adhering backings so they stick to the block. Remember, always use a block, or this effort will be wasted.

The carbide steel rectangle is amazingly simple.

The sharp-edged metal shaves down the problem area, while the string holds it at the perfect angle off the surface for sharpest cutting.

Through patience and technique, the drip is completely removed.

For the experts, removal of painttrapped dirt is called Denibbing. Regardless of where the paint, primer, and clear coat are applied, dirt is a given and can be deftly removed if you take care. One tool we found that does an amazing job is the Festool (PN 497525) Spot Scraper.

This amazing little 25x30mm tool will save huge headaches. Using the sharp sides of the tool, you can gently scrape away the bad “lumps” and leave a smooth surface. The string that allows you to grip the small piece of carbide steel also serves to elevate the rear of the tool, allowing it to bite at the critical angle. So don’t cut it off - it is as much a part of the tool as the carbide steel.

The Spot Scraper is also great for removing dust particles with the same ease. We noted it does take some talent to master the little device, but the results are well worth it.

Paint polishing

Like we said, most of the filler is removed in this process. With the dry guide coat fully removed as well, you can see the low spots, which have been filled through this procedure.

38 Power & Performance News / Vol. 8, No. 1

Even trapped dust can be safely removed without cutting into surrounding “good” finishes.

The dry guide coat makes the repaired area easy to spot.

One of the most misunderstood areas of refinishing is paint polishing — that simple operation where abrasives and buffing wheels lovingly contact sanded painted surface. As you may have guessed, 3M offers a complete system to

3M has done a great job of “idiot-proofing” the process to the point they matched the color of the compound cap to the color of the buffing wheel. Now, that’s handy.

achieve an amazing final finish. The key here is to use the complete system without inserting other products or polishes.

Follow the photos shown here outlining the steps involved in polishing, noting there is heavy use of the 3M Inspection Spray that is used to clean the surface of the panel between every operation. This is very important — you can inflict damage to your work through grinding debris into the paint. We all know that’s not good.

After block sanding the surface with 1500-grit abrasive, we followed with 3000-grit and then 5000-grit, making it ready for buffing. After every stage, we cleaned with 3M Inspection spray to remove debris — very important!

While it may seem like a very easy operation, it is super easy to burn through the paint with abrasives and buffers and end up starting over. Any panel edges that are in danger of possible high contact with the buffer should be covered with blue low residue masking tape and buffed by hand.

Also of interest in this story is that, due to the tight contours found in bodywork these days, 3M offers smaller Perfect-It™ Wool buffing wheels to avoid covering too much area at one time.

These six-inch heads allows for more careful buffing and total buffer control.

While the nine-inch buffer sizing is still available, the six-inch buffing wheels were demonstrated here.

As for buffing being a messy operation, it does not have to be sloppy. Use a medium amount of material, being conscious of the heat buildup in the panel.

Before starting the buffing wheel, wipe the compound over the surface of the area being worked to make sure there are no areas left dry. This will also help control splatter.

Welding and Spark Deflection Paper — protect your paint after refinish

So, you need to weld an underhood bracket that has come loose and you know that once you fire up the welder, there’s a more than 50/50 chance that it will launch a spark right on that $10,000 paint job, more than ruining your whole

Performance Automatic Transmission Rebuild Kits Applications: Turbo 400 Turbo 350 4L80E and more

4R70 C4 4L60E

www.mcleodracing.com 714.630.2764 info@mcleodracing.com PPNDigital.com 39

PANEL PREP FOR PAINT STEPS FOLLOW THESE STEPS WITH REGARD TO WORKING THE FILLER MATERIAL, DRYING TIME, AND SANDING. THESE TIMES ARE ALSO NOTED ON THE PLATINUM SELECT FILLER CAN.

The 3M folks have developed a light that is far more than a light. Their Sun Gun delivers true 2 p.m. Northern light that gives a true look at the paint in detail. Before moving to the next stage, at every stage, the surface is completely cleaned and Sun Gun-inspected. If sanding scratches or swirls are in existence, you will spot them here.

• Clean all panel surfaces with 3M Inspection Spray and Perfect It Cloth.

• Apply the filler to the surface of the panel, working to make it as even as possible across the surface. This will not make up for bodywork issues, as it is not made to be left in a thick condition. Most of the filler material will be removed during sanding.

Apply a light amount of compound at every stage (the lightest for that final stage). After spreading the compound across the entire surface with the buffer off, we turned it on and ran it at 1,000 rpm to complete this stage.

• Allow 4 minutes to spread filler on surface

If you look close, you can see the parting line between where we polished and where we did not. The entire surface has been sanded with 5000-grit paper. The sharpness of the reflection tells the story here.

• Allow 4 minutes – waiting time to set up • Apply a Dry Guide coat to the surface to show effectiveness of sanding effort • Allow 8 minutes to shape the surface, knocking down the highest points on the surface left by the spreader using 80grit 3M™ Stikit Blue™ abrasive, using as long of a flat sanding block as possible. Work in crossing pattern, never across or with the grain of the filler material.

• Wait another 8 minutes for the area to completely dry.

• Fully block sand with more 80grit Stikit Blue abrasive using Dry Guide coat on the surface to make sure it is now even across the full surface.

• Next, Block Sand with 150-grit 3M Stikit Blue abrasive, using cross sand technique. Don’t forget the Dry Guide coat

40 Power & Performance News / Vol. 8, No. 1

For stage two, we moved from a wool buffer to a foam buffer. As promised, the black buffer used the polish with the black cap!

day. Fear not — the 3M folks have come to your rescue.

3M’s Welding and Spark Deflection paper is perfect for the above scenario, but is also is great for protecting a painted surface when you are working on your vehicle and don’t happen to have anything that will stick to those highly polished fenders. Best of all, this amazing paper can be mounted at any angle, due to the self-adhesive backing.

While the paper is perfect to prevent damage from welding, it also works when grinding an area when flecks of metal and smaller sparks are created.

Best of all, the paper simply peels from the surface of the paint, leaving no residue and without damage.

The 3M Welding and Spark Deflection Paper is available online and comes in rolls, making it easy to store and have on

This magical paper does a great job not only protecting your paint from dirt, but deflects welding splatter away from sensitive areas.

Imagine that!

hand whenever the need arises. It cuts simply with a razor blade or scissors and can be shaped to fit.

Sources: 3M, 3Mcollision.com; Mark’s Custom Rod Garage, customrodgarage.com

Available in rolls, it is self-adhesive and can be repositioned several times after initial posting.

The paper can be trimmed to fit with a razor blade or scissor and has excellent adhesive properties.

And best of all, it comes off without hurting any paint, chrome, rubber, or other surface. No residue!

PAINT POLISHING STEPS TO A BEAUTIFUL FINISH

STEP #1

STEP #5

Wet Block Sand using 1500 grit - 3M™ Trizact Hookit Foam abrasive

Black foam buffer to match cap on Polish bottle

SANDING CLEAN:

With 3M Inspection Spray and 3M Perfect-It Detailing Cloth

STEP #2

REFINE SANDING

POLISH STAGE

BUFFER OVERLAP: 50% CLEAN:

With 3M Inspection Spray and 3M Perfect-It Detailing Cloth

HOW DO I KNOW WHEN I’M DONE WITH THIS STEP?

Dual Action (D/A) 3000-grit 3M™ Trizact Hookit Foam abrasive

Use the 3M Sun Gun after cleaning with inspection spray and look for swirls. If they are apparent, repeat the step.

Explanation: Start sanding/buffing across a 6-inch section of the panel, moving up and down in a crossing pattern, move up or down in three-inch “strips” so you are sanding 50 percent of the previous surface while touching 50 percent of a new area

STEP #6

CLEAN:

1000 rpm — keep speed low to avoid heat and don’t run out of material. It’s like an engine running low on oil —not good.

OVERLAP: 50%

with 3M Inspection Spray and 3M Perfect-It Detailing Cloth

STEP #3

REFINED SANDING

D/A 5000-grit 3M™ Trizact Hookit Foam abrasive

CLEAN:

With 3M Inspection Spray and 3M Perfect-It Detailing Cloth

STEP #4

BUFFING STAGE

Use buffer, rotating at 1000 rpm to avoid overheating the surface. Keep buffer flush with the panel to avoid digging in . . . and don’t run out of compound.

SWIRL ELIMINATION STAGE

Use for dark-colored paints to achieve the best possible look.

BUFFER:

BUFFER OVERLAP: 50% MATERIAL USED:

Use less Swirl Elimination material than with previous two buffing compounds. You don’t need much, but don’t run out.

CLEAN:

With 3M Inspection Spray and 3M Perfect-It Detailing Cloth

HOW DO I KNOW WHEN I’M DONE WITH THIS STEP?

Use the 3M Sun Gun after cleaning with inspection spray, and look for swirls. If they are apparent, repeat the step.

BUFFER OVERLAP: 50% CLEAN:

With 3M Inspection Spray and 3M Perfect-It Detailing Cloth

HOW DO I KNOW WHEN I’M DONE WITH THIS STEP?

Inspect with 3M Sun Gun, if there are sanding scratches present, repeat this level. They will be fine, but with the Sun Gun, you can spot them.

PPNDigital.com 41

Caddy in Crisis A

Ringbrothers’ latest bipolar creation Photos /Words Kyle Hyatt

Pre-1955 cars are rarely the subject of Power & Performance News feature stories, but this one is certainly an exception. The current vehicle was achieved by blending four different Cadillacs, both current and classic.

42  Power & Performance News / Vol. 8, No. 1

A

ny fan of cool cars is well aware of Mike and Jim Ring — the Ringbrothers. Builder of Mustangs, Camaros, and hot rods of all types, their latest creation is one of the best, and their most unusual. A blend of old and new, this time they have taken a pair of brand new ATS-V Cadillacs and transformed them into a classic shape requiring perhaps a higher skill level than some of their complete builds.

Wes Rydell, the owner of the famous Rydell car dealerships located across the U.S., came to the Rings with a creative and challenging project: blending a 1948 Cadillac with a 2016 Cadillac ATS-V. The project would become known as “Madam V.” In total, the Ringbrothers sourced four cars to create one complete car, including two 1948 Cadillac Sedanette fastbacks, a 2015 Cadillac ATS-V, and a 2016 Cadillac ATS-V. The first challenge was how to fit the old body to the new car’s unibody chassis without compromising structural rigidity. The mandate of keeping all the modern high-tech gadgetry functioning ruled out cutting any of the wiring harness or disturbing any of the sensors. The new Cadillac systems run on a modern CAN bus system, which reacts poorly when tampered with, so rather than cut it, the Rings lengthened it using GM-approved connectors.

The drivetrain for Madam V is the 2016 ATS-V’s excellent 465 hp, turbocharged fuel-injected

+

No, we did not accidentally drop in an engine shot from another car into this story.

The Ringbrothers ’48 is powered by a 465 hp twin-turbocharged V6, equipped with all the comforts of home and complying with all factory emissions regulations.

See Cam’s SEMA interview, search “RingBros” @

PPNDigital.com

PPNDigital.com 43

Mike and Jim Ring have built an amazing career by creating some of the coolest cars on the planet. This “1948 Cadillac” is the most incredible project in their catalog of ground-breaking vehicles — created in only one year in their Spring Green, Wisconsin, workshop.

V6 and paddle-shift eight-speed automatic transmission. Factory safety features, such as anti-lock brakes, traction control, and OnStar, all function just as they do in a brand new Cadillac. This engine features high-pressure direct fuel injection systems, which help the engine achieve its outstanding power figures. Royal Purple and Prestone fluids keep the motor lubricated and cooled.

The task of fitting the much longer 1948 body to the 2016 unibody was to be an amazing engineering adventure.

The Ringbrothers began by cutting the body off of the 2016 ATS-V and leaving just the unibody structure, floor pans, subframe, and other key components.

By doing so, they were able to make the ATS-V’s front wheels line up with the wheel wells of the 1948 Cadillac body.

Next, they used the subframe from the 2015 ATS-V donor car, lengthened by 14 inches to stretch the chassis.

Through this careful surgery, the Rings were able to retain the positions of the engine systems, along with the factory front-end geometry. Rather than putting the wheels exactly as they would have been on the 1948 car, the Rings opted to slightly adjust the wheel placement in order to give the car a slightly more aggressive and dramatic appearance. The result is subtle, but effective.

44 Power & Performance News / Vol. 8, No. 1

As with the engine, the interior of the Cadillac is all 2016 ATS-V with all the modern amenities including navigation, adaptive cruise control, full climate control, heads up gauge display, and even air conditioned seats. Unfortunately, too many modifications have been made to retain the warranty.

No worries for the owner of the dealership!

The level of fit and finish on the highly customized body is second to none, the hood alone requiring more than 600 man hours to construct. Even unassuming parts like the plastic trim hood liner were a special effort remade in aluminum, but then disguised to look like plastic to retain the impression. Madam V is the kind of car you can look at with fresh eyes over and over and see interesting design elements you missed in previous reviews. That experience is a

regular Ringbrothers vehicle experience.

The rear window is a perfect example.

Finding an appropriate piece of glass for such a unique vehicle took considerable amounts of time poring through glass catalogs. Mike and Jim eventually had a “eureka” moment when they discovered Dodge Viper glass would be a very close fit and deliver modern styling.

Throughout the build, the target was to retain many of the design cues from

One-off HRE billet wheels are the perfect accent and include the Cadillac center wheel covers. The wheels measure 19x8 inches up front and 20 x11.5 inches in rear and are wrapped with Michelin Pilot tires sized at 245/45/19 in the front and 325/30/20 in the rear.

The coolest touch of a build that sports tons of amazing executions may be the taillights. By activating a button just above the license plate light, the taillights flip up to reveal the gas door on the passenger side and electrical jump posts on the driver’s side should the battery go flat.

From every angle, the Madam V follows the classic lines of the ’40s machine, losing the viewer in the huge attention executed to make this vehicle work — in all capacities.

The massive tire footprint is well utilized by the 465 hp V6. Those with an eye for detail will spot the HID headlamps that are another hint of the modern amenities contained in the car.

the ’48 Sedanette with more modern architecture. Case in point is the Sedanette’s signature side creases above the front wheels that emanate from the base of the headlight chrome trim rings. On Madam V, the trim ring was deleted and the fender extended over the headlight, giving it a more aggressive look.

In order to keep the crease, they sharpened the seam and extended it, creating a classic look.

What is not visible, but really kicking Madame V into the modern era are the extensive amounts of carbon fiber used in the build. The hood, decklid, and bumpers are all made of this magical lightweight material. The 1948 grille has been replaced with the ATS-V’s signature mesh, and the whole body has been sprayed in the custom BASF Glasurit hue “Vivi White,” named for

Rydell’s wife, Vivian. The car rides on custom 19x8-inch and 20x11.5-inch HRE Performance wheels and Michelin Pilot tires, 245/45/19 in the front and 325/30/20 in the rear.

Absolute precision in locating the airbag crash sensors was a huge challenge, but after many sleepless nights staring at factory wiring diagrams, the Ringbrothers were successful. Verification of that execution came quite randomly.

“When we were moving the car into the SEMA show, [the owner of the car] Wes Rydell got a call from OnStar telling him that his car had a brake light out,” says Mike Ring. “In reality, we just didn’t install a third brake light, and it triggered the warning system. We thought that was pretty good proof that we did a good job.”

Underneath the Cadillac, the facto-

ry downpipes and mid-pipes are unchanged, but the ATS-V needed a more distinctive style, so the Rings added a set of Flowmaster mufflers and polished stainless steel exhaust tips. The ATS-V’s suspension features GM’s excellent magnetorheological damper system, which constantly monitors road conditions and adjusts for optimum handling.

The Rings have re-engineered a 2016 ATS-V that carries all the styling cues of a ’48 Cadillac, while still maintaining all of its modern drivability and conveniences. It is an awe-inspiring technological achievement. Jim and Mike’s creativity and willingness to push the boundaries of what is possible in the world of custom cars is the “stuff” that fuels the dreams of every true car lover.

PPNDigital.com 45

Tech TALK

Carb vs. EFI

A look at LS engine induction options Words/Photos Jeff Smith

T

There are advantages and disadvantages to both carburetors and EFI. The decision can often come down to what you can afford. EFI is always more expensive, but there are options that can keep the cost down.

46 Power & Performance News / Vol. 8, No. 1

he classic tussle of carburetors versus EFI has been brewing now for 30 years. It calls out old versus new and tradition versus technology, and it’s been the perennial question since performance EFI became headline news in the late 1980s.

For our version of this scuffle, we’re going to place our attention on the LS engine. But, instead of focusing on horsepower like everybody else, we will aim our guns on the cost of street engine systems, because unless your name is Bill Gates or Mark Zuckerberg, the cost of all this mechanical wizardry is an overriding consideration.

So here’s the pitch: The LS engine family — from birth — has enjoyed the benefits and performance of sequential EFI. So why take a giant technological step backwards? The answer is simple — an old Holley carburetor is cheaper than a box of electronics. Within the narrow confines of the muscle car engine swap arena, converting to a carburetor is less expensive than retaining the EFI. If you know how to work on carburetors, those antique fuel mixers do a pretty good job and do it for pennies.

To keep this story simple, we are going to assume our LS engine swapper has purchased a used LS engine and is planning to bolt it into a ’60s, ‘70s or ‘80s machine. For the sake of brevity, let’s assume we have just purchased a used LS 6.0L LQ4 truck engine. As it sits on that engine stand, it has a complete front accessory drive, intake manifold, injectors, and fuel rail. Let’s also assume it came with a factory EFI

Converting an LS engine to a carburetor is actually pretty easy. Unbolt the factory intake, bolt on an intake like this Edelbrock Performer RPM and a Holley 3310 vacuum secondary carburetor and you’re halfway there. This will also require ignition control.

MSD makes converting to a carburetor really easy with this 6010 box for the early 24x LS engines and the 58x engines, as well. The free MSD software allows you to set your ignition curve — or simply plug a two-pin piece in the side of the box that has a pre-determined ignition curve. It doesn’t get much easier.

harness and computer.

We’ll start with the carbureted LS conversion and then tackle the more complex possibilities with regard to both factory and aftermarket EFI conversions.

Carb conversion

Carburetors are the epitome of cheap and easy. With our 6.0L truck engine, we’ll first need a carbureted intake manifold. For the street, a dual plane is the best way to go. We’ll assemble a list of parts for the carbureted conversion and offer multiple selections,

The Trailblazer SS intake makes more horsepower than an LS6 and more torque than the truck intakes. It also requires a factory fuel rail specific to this intake. A Holley LS1 fuel rail will fit, but we had to make simple custom aluminum Z-brackets. This arrangement will also need a fuel regulator.

CARB CONVERSION PARTS LIST DESCRIPTION

PN SOURCE PRICE

McRobb return style sending unit

1076

McRobb Perf.

$149.00

Aeromotive Phantom 340 lph kit

18688

Summit Racing

$463.97

Aeromotive Phantom 255 lph kit

18689

Summit Racing

$463.97

Holley in-tank fuel pump lit, 255 lph

12-130

Summit Racing

$439.95

Holley in-tank fuel pump kit, 450 lph,

12-132

Summit Racing

$539.95

PPNDigital.com 47

With factory multipoint, injector sizing is an issue.

Stock LS injector sizes for normally aspirated engines range from 22 to 41 lb/hr. A 26 lb/ hr injector is good for 400 hp. AN LS3 41 lb/hr version will supply fuel for 600 hp. A stock 6.0L with a cam and headers will need at least 30 lb/hr injectors.

LS engines also use two different styles of injectors with different connectors.

but unless you’re building some kind of absurdly fast street car, a dual plane like the Edelbrock Performer RPM or Holley’s version is the best choice.

For a carburetor, we’ll use the classic 750 cfm vacuum secondary as our fuel mixer of choice. We’ve chosen the new price of the silver version of that Holley at roughly $350, which is also almost exactly the same price as Edelbrock’s version. If you know your way around a Holley, then you also know there are about a billion used 3310 carbs floating around that could easily be refurbished, which could save even more.

When the factory ECU is removed, this also eliminates ignition control.

But MSD can fill that void with its MSD-LS6 control box that plugs right into the existing coil pack wiring harnesses and is simple to use. With a minimal number of electrical connections, this system is easy to install. If you want to create your own custom ignition curve, MSD’s free Pro Data+ software on a laptop makes it easy to get that done. Or, if you’re laptop averse, you can plug is one of six modules that are pre-configured with various ignition curves.

We’ve also included the price of a 48 Power & Performance News / Vol. 8, No. 1

set of Fel-Pro intake gaskets, and both Edelbrock and Holley intelligently include new intake bolts with their manifolds. Obviously, there are other details that will be needed to complete

this carbureted conversion, like an air cleaner, throttle linkage, and a dual-inlet fuel line, filter, and electric pump, but for this story, we’ll assume you can handle those. Just know they will also

It’s also possible to use a carbureted intake with any number of different stand-alone EFI systems, such as Edelbrock’s E-Street EFI. This system will not be compatible with the ignition, which will require a separate ignition control box like the MSD-6010 for the 24x engines.

impact the overall conversion cost.

Plan A

Now we can drop into the slightly more complex world of digital fuel injection.

The simplest conversion is to retain the stock intake manifold, injectors, and even the factory wiring harness. If the engine is bone stock, just attaching all the harness connections, adding power and grounds, and finding a home for the ECU will get the job done. The biggest issue then will be supplying the 58 psi fuel pressure to the regulator, along with a return line.

This approach virtually minimizes the cost. The only significant investment will be for a pair of AN fuel line adapters like those from Aeromotive, Earl’s, or Russell to adapt the factory quick-disconnect connectors to a -6 AN fitting. The only limitation on this idea is the truck manifolds are fairly tall and may not clear the hood line on your car. If you have a ’69 Camaro, it won’t clear; but if you’re swapping into a ’55 Chevy, you are good to go.

EFI PLAN A DESCRIPTION PN SOURCE Stock EFI manifold and injectors N.A. N.A. Aeromotive QD 3/8 to -6 ORB 15118 Summit Racing Aeromotive QD 5/16 to -6 ORB 15117 Summit Racing Aeromotive -6 ORB to -6 AN male 15606 Summit Racing Aeromotive -8 ORB to -6 AN male 15605 Summit Racing Earl’s 3/8 QD to -6 male 991966ERL Summit Racing Earl’s 5/16 QD to -6 AN male 991965ERL Summit Racing Russell 3/8 QD to -6 male 644123 Summit Racing Russell 5/16 QD to -6 male 644113 Summit Racing Total

PRICE $0 $38.97 $35.11 $15.97 $18.97 $34.25 $34.55 $17.97* $17.97* 35.94*

• Indicates the parts we used for the total

EFI Plan B

Now, let’s move to Plan B. This entails using a custom wiring harness in place of the clunky production version.

Several companies offer custom harnesses — as examples, we’ll use Painless and PSI. These harnesses can be paired with the stock computer with no other changes. The only disadvan-

tage with these first two approaches is they do not easily accommodate significant power changes to the engine.

These first two approaches are for the guy who doesn’t plan on changing anything on the engine more than perhaps a set of headers.

The limitation here will be the size of the stock injectors. According to

Upgrade your GM LS-Series Crate Engine Direct Fit and StreetMax™ Cams

Designed for LS Engines, our PowerMaxLS™ Cams optimize potential torque and horsepower, while maintaining driveability for the street/strip performance enthusiast. Upgrading your LS Crate engine is easy with a Direct Fit Cam bolted right into your motor.

More aggressive profiles are available with Crane’s StreetMax™ Series.

To upgrade to this high performance level, a Crane Valve Spring Kit is required for additional spring travel and tension (Part #144317-1). These springs are an easy installation with our “on engine” replacement spring tools (Part #99472-1 and #99473-1).

Scan for More Info

—Significant horsepower and Torque Gains —Dyno Dyno Proven to Optimize RPM Potential

Sales and Technical Support 866.388.5120 | cranecams.com 0133a

PPNDigital.com 49

Jim Hall at TPIS in Minnesota, the stock injectors in the Gen III 6.0L LS truck engines are capable of moving enough fuel to support up to 450 hp.

A stock LQ4 will make around 410 hp with headers and no other changes. If you really want to add power, many enthusiasts recommend replacing the truck manifold with an LS6 factory manifold. But our fellow Xceleration Media tech writer and dyno guru Richard Holdener discovered the factory Trailblazer SS manifold is a pretty good piece.

You can buy a new Dorman version of this manifold from RockAuto for a mere $142 and it will make more torque than the stock LQ4 intake and more horsepower than an LS6. This could push the power to perhaps 425 or more when combined with headers. This will require investing in a set of aftermarket Holley fuel rails and custom mounts, but the conversion is easy. Again, this is a tall man-

EFI PLAN B DESCRIPTION PN SOURCE PSI 24x truck harness cable throttle HAR-1018 PSI Conversion Painless 24x harness, cable throttle 60218 Summit Racing Previous cost of AN hose connectors — — Total

PRICE $549.00* $724.99 $34.94* $583.94

HP Tuner VCM Suite JET Dynamic Spectrum Tuner 14007 TrailBlazer SS intake - Dorman 12580420 Holley fuel rail LS1 cathedral port 534-209

$499.00 $399.99 $141.79 $144.95

HPTuner Summit Racing RockAuto Summit Racing

• Indicates the parts we used for the total

EFI PLAN C DESCRIPTION FAST-EZ-EFI GM LS Transplant kit Holley Dominator LS ECU MSD Atomic LS EFI

PN SOURCE 302002 N.A. 550-602 Summit Racing 2950 Summit Racing

PRICE $1,360.97 $1,766.97 $2,164.95

Larger injectors will require reconfiguring the stock EFI computer. This is a screen shot of spark advance vs. load vs. rpm from the JET Dynamic Spectrum Tuning software that allows making changes to the stock computer.

50 Power & Performance News / Vol. 8, No. 1

EFI PLAN D DESCRIPTION PN SOURCE Edelbrock E-Street-2 EFI, no fuel pump 36649 N.A. FAST EZ-EFI 2.0, no fuel pump 30400-KIT Summit Racing MSD Atomic EFI 2910 Summit Racing FiTech 600HP EFI 30002 Summit Racing Holley Sniper 600 hp EFI 550-510 Summit Racing QuickFuel QFI EFI 500S Summit Racing Professional Products EFI 70054 Summit Racing MSD 6LS1 ignition box for 24x Gen III 6010 Summit Racing Fel-Pro intake manifold gaskets 13123 Summit Racing Total

PRICE $1,699.95 $2,296.97 $2,212.95 $995.00* $995.95 $2,012.95 $364.95* $364.95* $25.97* $1,385.92

• Indicates the parts we used for the total

ifold, so there are many hood lines it won’t fit beneath.

Before we move on, let’s touch on tweaking the stock GM ECU with a tuner like HP Tuner, EFILive, or the new software from JET Performance.

All of these software companies offer easy access to the factory tuning pa-

rameters — especially fuel and spark.

For example, the factory generally sets the truck engines to run rich at wideopen throttle (WOT) to prevent overheating the catalytic converters. Combining the headers with leaning the fuel at WOT can potentially be worth 10 to 15 hp.

If embarking on this kind of tuning is intimidating, you also have the option of sending your computer to a tuner. The performance is often worth the investment. Of course, return trips may be required with later changes to heads, cam, or larger injectors.

EFI Plan C

Plan C brings in aftermarket EFI. Holley, FAST, and MSD’s Atomic offer retro-fit EFI control that will bolt directly to the existing LS engine and control both the fuel and spark.

All three systems require only simple inputs like engine displacement and injector sizing, and then they create their own spark and fuel maps that generate instant results at the touch of the key. Then the self-learning software tunes the system to match your air-fuel ratio and ignition timing inputs.

These stand-alone EFI systems are more expensive than using a factory-based ECU, but don’t require the complex tuning and navigation knowledge demanded by the OE computers.

PPNDigital.com 51

EFI Plan D

Next, Plan D is a hybrid that blends the nostalgic look of a carbureted intake with EFI. Let’s say you have a carbureted LS engine but have decided it would be nice to upgrade to EFI. This approach allows you to retain the carburetor intake and ignition control and just go with one of the many stand-alone EFI throttle body systems. These operate just like the multi-point self-learning control systems. Because you already have ignition control, that part is already done. This is a spinoff creating a traditional looking induction system while enjoying the fruits of digital control over both fuel and spark.

Conclusion

There’s quite a bit to digest, and hopefully we’ve given you some ideas and options. Simplicity and carburetion have a lot going for them, but the sophistication of EFI and the control it offers is also enticing. Either way, it will be hard to make a bad decision.

Sources: Aeromotive, aeromotiveinc.com; Edelbrock (Russell), edelbrock.com; Federal-Mogul (Fel-Pro), federal-mogul.com; FiTech Fuel Injection, fitechefi.com; Holley Performance Products (Earl’s), holley.com; MSD, msdignition.com; McRobb Performance Products, robbmcperformance.com; Painless Wiring, painlessperformance.com; Professional Products, professional-products.com; PSI, psiconversion.com; Quick Fuel Technology; quickfueltechnology.com

FUEL DELIVERY

A well-designed in-tank fuel pump assembly is essential when using any EFI system regardless of engine. One of the better ideas is the Aeromotive Phantom system that allows you to retro-fit one of the Stealth 340 pumps inside your stock tank. This kit creates a reservoir inside the stock tank to prevent fuel slosh from causing the fuel pressure to drop during hard braking or acceleration.

Regardless of which fuel mixing route you choose, the one requirement for either system is a quality fuel delivery system. Luckily, there are multiple choices here too. We prefer not to recommend using an external electric inline fuel pump connected to the stock pickup for any car. However, for a carbureted application, it is possible to make this work.

But, if you do insist on an external pump, the best approach is to place the pump as close to the fuel inlet as possible. This still requires a fuel regulator and a return line. If cash is tight, you can drill a 3/8-inch hole in the existing sending unit flange and weld in a return line. Even better, McRobb Performance makes a really nice sending unit for many popular GM, Ford, and Mopars with a return line and AN fittings. This idea will work for a carbureted application because if the fuel pickup in the tank is uncovered due to hard braking or acceleration, the carburetor float bowls act like a reservoir to prevent stalling.

The preferred route (even for a carburetor) is a dedicated fuel delivery system that will maintain a constant fuel pressure using a reservoir. All EFI systems use a constant 43 psi (LS factory systems use 58 psi). The best way to accomplish this is to use an in-tank system like Aeromotive’s Phantom. Holley and FiTech also now offer retro-fit, in-tank kits similar to the Aeromotive “pump-on-a-stick” concept.

These systems are designed to retain fuel around the pickup so that even at low fuel level, there is sufficient fuel at the pickup so the pressure never wavers. Instead of a reservoir, Holley’s setup uses the HydraMat as both a filter and a dedicated pickup that will pull fuel from any point in the tank.

52 Power & Performance News / Vol. 8, No. 1

One alternative to using a factory ECU is to retain the factory injection manifold and throttle body, but convert to aftermarket control. FAST offers an EZEFI conversion that applies its self-learning capabilities to the LS engine family. This also requires a XFI ignition box to control the spark.

PPNDigital.com 53

KG Spyder Wide Body Corvette - faster, wider, slicker. . . cooler!

Words/Photos Cam Benty

54  Power & Performance News / Vol. 8, No. 1

I

n the ’60s, the slogan “wrap your a** in fiberglass” was the calling card of Corvette owners. After all, only two production cars ever came “wrapped” in that magnificent material: the 1963-4 Studebaker Avanti and the Corvette — from its inception in 1953 until now.

It’s all about to change

Fiberglass is heavy, as anyone who has worked with resin and glass matte will tell you. Aluminum and acid-dipped metals

were more to the liking of most 1960’s racers — just ask any Cobra fan. ’Glass cracks over time from age and vibration, however can be formed into some amazingly cool shapes, as any owner of America’s original sports car will tell you.

So, when J.R. Granatelli and Robert Jones decided to build their concept of the ultimate Corvette, moving away from fiberglass and into carbon fiber seemed like a natural step.

Carbon fiber is tougher and lighter than fiberglass, but can be challenging with which to form complex shapes, without

The KG Spyder Corvette cuts an amazingly cool profile with wider-than-Z06 carbon fiber fenders and assorted exterior aero components.

PPNDigital.com 55

The Vortech supercharger is the perfect topping for this Corvette, tuned to supply 7 psi of boost netting 660 rwhp. The component in the lower left is a blow off valve that routes excessive boost to the outside.

The front fascia and splitter are unique to the KG Spyder — all parts sold separately through Granatelli Motor Sports, as well. Only the hood and the doors are left from the original Corvette, all added pieces formed from carbon fiber.

expensive equipment. Regardless, their new design featured dramatic exterior changes, all planned to improve on the magnificent efforts executed by Chevrolet’s top engineers.

“We have a great respect for the Corvette brand, and we are one of only three facilities in California approved by the National Corvette Restorer’s Society for Bloomington Gold level restorations,” JR Granatelli, President of Granatelli Motor Sports says. “For that reason, we looked at the current C7 Corvette platform as an amazing machine, but formulated our own plans to make the ultimate street-legal Corvette.”

The KG Spyder Corvette is a very limited production car, current plans calling for 100 convertible and 50 coupe models to be created at Granatelli Motorsports in Oxnard, California. The low numbers keep the models super special, each vehicle verified with an authenticity certificate. They’re a joint effort of Granatelli and Jones, the latter who is also owner of Kompression Wheels and creator of the wheel of choice for the KG Spyder. As alluded to earlier, this Corvette sports a carbon fiber body built by Ivan Tampi; only the doors, truck lid, roof, and hood are retained from the original base Corvette on which the KG Spyder Corvettes are constructed.

56 Power & Performance News / Vol. 8, No. 1

The 380c.i. engine has been reworked to prepare it for the supercharger upgrade. Internally, the engine features forged aluminum pistons, hand ported cylinder heads, cryogenically treated crankshaft, and other performance upgrades.

Wide is the word

In total, 14 individual, high-quality, carbon fiber components replace the fiberglass bodywork found on the factory-produced Corvette, each part covered by a lifetime warranty against structural defects. The parts include: • (1) Front Fascia • (1) Front Fascia Bottom Splitter • (2) Front Fenders 2″ Wider than stock Stingray per side • (2) Rear Top Side Skirts • (2) Bottom Side Skirts • (2) Rear Quarter Panels 4″ Wider than stock Stingray per side • (1) Rear Spoiler • (2) Rear Diffuser The finished body is a full two inches wider on each side in the front compared to the factory Stingray body dimensions, one inch wider than the Z06 body. In the rear, the car is four inches wider per side than the factory Stingray and two inches wider than Z06. The purpose for the

widening is to enlarge upon the factory tire compatibility, the KG Spyder sporting 285/25-20 Michelin tires in the front and massive 325/30-21 in the rear. Kompression SLU-Tessoro model forged aluminum three-piece wheels are 20x10 in the front and 21x14 in the rear.

“Removing the body from the car is really not difficult, as we found during the build up,” Granatelli says. “It’s just a matter of a few bolts. But, the look of the car with the massive tire/wheel combination took some serious design and theory manipulation. As you can see, the front fascia has been completely redesigned, and the splitter below the fascia is both cool looking and has purpose. While the car will do well over 200, it is completely comfortable cruising at 180 mph.”

Topping off the exterior looks is a House of Kolors Black Cherry paint scheme that works in great contrast to the polished and machined styling of the Kompression wheels. Donlyson Auto Concepts in nearby Pasadena, California, applied the paint.

Sticking the landing

The chassis has for the most part been left alone, with the exception of the Performance Friction high-performance brake pads to improve stopping distance with the factory Z51 brake package and Granatelli-developed high quality, heim-jointed, adjustable toe links. With the major oversizing of the rear tires, Granatelli found the car to be a bit “darty” at speed, so adding some additional negative camber helped overcome this issue. The factory toe links are not adjustable.

Power up

While the suspension modifications are subtle, the engine upgrades are intense. Reworked by Granatelli Motor Sports, the 380c.i. LT engine runs forged aluminum, reworked H-beam connecting rods and fully CNC-ported Granatelli Motorsports cylinder heads (with stock valve sizing), all bolted together using ARP 2000 fasteners. Compression is reduced from the factory 11.5:1 to 10:1 to prepare for power adder installation.

The KG Spyder rides on Kompression wheels that dress all four corners. The rear fender wells are filled nicely with 14x21-inch wheels and 325/30-21 tires. The fronts are 10x20 and 295/35-20.

For those who may not remember, the Granatelli family owned Paxton Superchargers from 1957 to 1998. Specifically, J.R. Granatelli is credited with pioneering and engineering the success behind the centrifugal supercharger design.

“We have extensive background with supercharging from our years in the power adder business” Granatelli notes.

“For that reason, we selected a Vortech Centrifugal crank-driven supercharger and turned up the wick with 7 psi of boost. The result is a 712 crankshaft hp/660 rwhp, 644 lb-ft of torque. That power flows through a McLeod RXT series dual-disc clutch and factory manual transmission (automatic transmission is

Gilmer Drive Kit Black

also available). The rear end is more than capable of handling the increased power and sports 3.31:1 ratio gearing; a very efficient factory cooler helps compatibility with high speed travel.”

The KG Spyder is an innovative result of American engineers looking to improve on a good idea. While the factory-delivered Corvette is strong enough for most, that enthusiast spirit continues to bloom into more capable forms of fast. Where’s the limit? No one can tell, but the KG Spyder could make a serious case to be high water mark in high performance transit!

Source: Granatelli Motor Sports, granatellimotorsports.com

FACT #4

SPEEDMASTER HAS CONQUERED A RECORD 8 SEMA AWARDS IN THE LAST 7 YEARS

Eliminate Your Belt Throwing Problems

Speedmaster Gilmer Drive Kits are aluminium machined and precision made for your street/race engines. Featuring belts that are designed to keep your accessory drive operating properly, eliminating all your belt throwing problems.

Providing higher power and torque transmission, improved meshing to reduce tooth jump, greater resistance to tooth shear, and reduced friction for extended life, Speedmaster drive belts are manufactured from a synthetic neoprene compound that resists heat, oils, ozone, and aging.

The belts use a fiberglass cord wound across the entire width of the material to minimize stretching, tough nylon fabric is then bonded to the tooth surface for greater wear resistance.

Los Angeles

•

Sydney

•

Shanghai

PH: 909 605 1123

PPNDigital.com 57

Tech TALK

Blown Away

Building an affordable, big-power 6-71 blown BBC Word/Photos Richard Holdener

O

kay people, here is the situation.

We were fresh off a test where we upgraded a Gen VI 454 from the wrecking yard and couldn’t help but notice how perfect the combination was for boost. The 454 in question was a 1996-99 Gen VI 7.4L found in full-sized truck applications. A step up from the previous Gen V motor, the Gen VI featured higher compression, a hydraulic roller cam, and even revised fuel injection. The difference in power between the two generations was a significant 55 hp, but that was not our concern for this test. Starting with the Gen VI, we upgraded the combination with new heads, cam, and intake manifold. Using the Speedmaster oval-port, aluminum heads, COMP

Name one thing better than adding boost to your junkyard 454!

Okay, name two things.

58 Power & Performance News / Vol. 8, No. 1

Xtreme Energy cams and a dual-plane intake, the power jumped all the way up to 469 hp at 5,600 rpm and 508 lb-ft of torque at 3,600 rpm. Equally important for our needs was the fact the aluminum heads not only improved head flow, but also reduced the static compression below 8.0:1. The extra power and lower compression produced a big-block just begging for boost!

Recognizing the new combination as an opportunity, we decided it was our duty to apply the much-needed boost.

As luck would have it, Speedmaster recently introduced a new intake manifold for a BBC application designed to accept a 6-71 roots supercharger. In addition to the intake, they also offered

blower pulleys, carb adapters, and a host of other goodies that when combined with the actual 6-71 supercharger, allowed us to add more than enough boost to our big block. The 6-71 itself came courtesy of the Blower Shop. The polished unit was capable of supporting way more power than our stock bottom end might withstand. Besides, all we were looking to do was add 6-7 psi of boost to our big-block (maybe a skosh more…okay, skosh and a half).

We know from past experience that each pound of boost adds a sizable chunk of power, and who doesn’t love to see a blown big-block run on the dyno?

The Speedmaster components combined with the Blower Shop 6-71 made

Having served a long life lugging around a full-size work truck, the Gen VI 454 short block still had plenty of grunt left to give. Because we were adding boost, the aluminum head swap also featured Fel Pro MLS head gaskets and ARP head studs.

installation a snap. Adding the blower was no more difficult than a typical (albeit heavy) intake swap. The blower and ancillary components were combined with a pair of Holley 950 XP carbs (yeah, we know‌over kill on isle two).

With visions of Mad Max swirling in our heads, we installed the big blower onto the awaiting big-block. It bears mentioning the Speedmaster intake was actually designed not for our ovalport heads, but rather the larger, rectangular-port variety. Before you keyboard warriors (or port matchers) get too fired up, know that the mismatch did not stop the earth from turning nor did it likely (based on the dyno results) hurt power in any measurable way. The air found its way from the blower, through the manifold, and into the heads all on its own, even through that gauntlet of a mismatch, go figure. The final touch before running boost was to adjust the dual-quad, throttle linkage supplied by Holley.

With our blower installed and ready to run, it was time for some positive pressure. We used the Speedmaster cog pulleys to adjust the boost supplied by the 6-71, purposely starting under-driven and conservative with a 50-tooth crank pulley and 60-tooth blower pulley. So equipped, the 6-71 supplied a peak boost reading of just 4.1 psi, allowing the blown big-block to produce 545 hp and 527 lb-ft of torque. Stepping blower speed up slightly by replacing the crank pulley with a slightly larger 55-tooth version resulted in a jump in boost pressure to 5.5 psi. This pushed

The Xtreme Energy cam offered some serious power gains over the wimpy factory cam. The XR271hr12 cam offered a .591/.610 lift split, a 224/230-degree duration split, and 112-degree lsa.

peak power to 587 hp and 564 lb-ft, while a 48/50 pulley combo netted 6.2 psi and 605 hp and 582 lb-ft of torque.

Things were starting to get interesting.

Swapping the position of the (still under-driven) 48/50 combo to an overdriven 50/48 resulted in 7.8 psi and 635 hp and 607 lb-ft of torque. The final run of the night saw a 55/50 pulley combo

and a peak boost reading of 9.1 psi. This boost level produced 654 hp and 625 lbft of torque with over 600 lb-ft available from below 3,500 rpm out to 5,700 rpm.

Blown big-blocks rule!

Sources: ARP, arp-bolts.com; COMP Cams, compcams.com; Holley/Hooker/NOS, holley. com; MSD, msdignition.com; Speedmaster, speedmaster79.com.

GRAPH 1: MILD 454 CHEVY-NA VS 6-71 SUPERCHARGED (5.5 AND 9.1 PSI) Equipped with aluminum (oval-port) heads and a dual-plane intake from Speedmaster, along with a COMP Xtreme Energy cam, the low-compression, Gen VI 454 produced 469 hp and 508 lb-ft of torque. After installation of the 6-71 supercharger, the peak numbers jumped to 587 hp and 564 lb-ft of torque at a peak boost reading of just 5.5 psi. The great thing about forced induction is the ability to increase power by cranking up the boost. A simple pulley change increased boost pressure from the supercharger to 9.1 psi, where the blown 454 produced 654 hp and 625 lb-ft of torque.

PPNDigital.com 59

The factory iron heads were replaced by a set of aluminum, oval-port heads from Speedmaster. The as-cast heads flowed over 340 cfm, or more than enough to support our mild 454, even after adding the supercharger.

The 120cc combustion chambers also dropped the static compression by more than one full point compared to the 102cc stock (iron) heads.

Rounding out the upgrades to the normally aspirated, Gen VI 454 was this Holley 650 XP carburetor.

The new heads required something other than factory bolt-down rockers, so we chose these High-Energy, die-cast, aluminum roller rockers from COMP cams.

Before adding the supercharger, we ran the motor in normally aspirated trim to establish a baseline. Equipped with the performance mods, the Gen VI 454 produced 469 hp and 508 lb-ft of torque.

The factory EFI distributor was replaced by this billet MSD unit. The distributor was teamed with an MSD 6AL ignition amplifier.

Before adding the supercharger, we replaced the well-worn, factory damper with this SFI approved unit from Speedmaster.

60  Power & Performance News / Vol. 8, No. 1

The damper allowed us to bolt on the adapter and accessory drive.

MRT 0716 C&P p.indd 1

Next, we installed the crank pulley to drive the supercharger.

5/6/2016 2:53:51 PM

PPNDigital.com 61

The Speedmaster blower components included this dedicated blower manifold. Designed to accept a 6-71 supercharger, the intake featured rectangular ports, but we installed it with no issues on our oval-port heads.

After installation of the blower pulley, we installed the blower belt and tightened the supplied belt tensioner.

The list of blower components included the blower gasket and breakaway (aluminum) blower studs.

For boost, we installed this polished 6-71 supercharger from the Blower Shop.

62  Power & Performance News / Vol. 8, No. 1

Feeding the blower was a pair of Holley 950 XP carburetors installed on the dual-carb adapter. Holley supplied the necessary dual-quad linkage to activate the carbs.

Changing boost was a simple matter of swapping pulley ratios. Spin the blower faster and you get more boost — what could be easier! Heck, we didn’t even have to change jetting in the carbs.

Run on the modified 454, the 6-71 supercharger increased the power output from 469 hp and 508 lb-ft of torque to 587 hp and 564 lb-ft of torque at 5.5 psi. Cranking up the boost to 9.1 psi resulted in a jump to 654 hp and 625 lb-ft of torque.

Have Jack. Will Travel.

QuickJack™ portable lifts are convenient to use and lightning fast. Small and compact, QuickJack lift frames can raise cars almost two-feet off the ground in mere seconds.

Rugged construction and rigid safety lock bars hold vehicles secure. Our new and improved SLX models feature cantilevered rubber block trays for increased rubber block reach. Make those race track or DIY tasks easier and safer with the QuickJack.

For more details visit: www.quickjack.com BL-7000SLX 7,000-lb. Capacity

PATENTED

NEW & IMPROVED See it on YouTube

BL-5000SLX 5,000-lb. Capacity

**BL-3500SLX 3,500-lb. Capacity

3” Collapsed Height ** OPTIONAL

$999.99

Open-Center Design

SUV & Light Truck Adapter Set Sold Separately

www.quickjack.com

BL-3500SLX

BL-5000SLX

BL-7000SLX

$1125.00

$1340.00

$1490.00

CALL NOW! 1-888-262-3880 * FREE SHIPPING!

© QuickJack 2016. QuickJack products are protected by one or more patents.

* Free shipping on all QuickJack Products to most areas in the 48 contiguous states. ** While supplies last.

PPNDigital.com 63

Speed SHOP

PARTS | TOOLS | ACCESSORIES

SPONSORED BY

Wide oval returns

Coker Tire, Reproduction Firestone Wide Oval Radial Tires Firestone Wide Oval tires debuted in 1967, and they were the tire of choice for many car manufacturers in the 1970s. Coker Tire began reproducing the popular Firestone Wide Oval bias ply tires many years ago, but the new Firestone Wide Oval Radial is a game changer for the innovative company. Firestone Wide Oval Radial tires are available in six sizes to fit 14- and 15-inch wheels, including ER70-14, FR70-14, GR70-14, FR70-15, GR70-15 and FR60-15. Not only will these tires fit cars from 1967 through 1974, but can also be retrofitted to earlier cars from the muscle car era. cokertire.com 888.384.3612

Ready to bolt

TCI, Single-Disc Bolt-together Torque Converters for GM 4L60E Applications Single-Disc, 4L60E bolt-together torque converters from TCI are the only high-stall converters on the market designed specifically for GM 4L60E transmissions. These converters are plug-andplay with no tuning required, feature woven-carbon friction, and utilize lock-up control technology which seamlessly applies the clutch. Each one features a removable, billet front that allows access to the entire lock-up assembly, turbine, stator, and bearings for servicing or re-stalling in the event of future vehicle modifications.

The billet front is CNC-machined and made from pre-hardened steel.

For added strength, TCI engineers included a pre-hardened billet turbine hub, billet lock-up piston, and an industry-exclusive, 50-spline billet clutch hub. These converters are fully furnace-brazed, computer-balanced, and hand-assembled to precise tolerances. Each one works with LS-based 4th Gen F-Body applications; 2004-2005 Pontiac GTOs; 1998-2002 4L60E F-Body LS1 applications; and 1999-2006 4L60E/4L65E trucks with 4.8L, 5.3L, or 6.0L engines. tciauto.com 888.776.9824 64  Power & Performance News / Vol. 8, No. 1

Fire up

Edelbrock, Max-Fire Spark Plug Wire Sets Max-Fire Ultra-Spark performance spark plug wires are manufactured in the USA from highest quality materials to help deliver maximum voltage, ensuring the ultimate performance for engine output. These wires have an extremely high EMI/RFI suppression and a very low resistance to help deliver the most spark possible, as well as a heavy-duty 8.5mm diameter silicone jacket to protect the Kevlar spiral wound core from heat, moisture, and chemicals. Ultra-Spark 500 wires feature high-quality leads that deliver 500 ohms of EMI/RFI noise suppression with low resistance.

Ultra-Spark 50 spark plug wires are engineered for high-performance engines that need all of the voltage they can get for maximum power output. edelbrock.com 310.781.2222

Speed SHOP

SPONSORED BY

PARTS | TOOLS | ACCESSORIES

Amp up

Vintage Air, 170-amp Proline Alternator

Spark kit

FAST, FireWire Spark Plug Wires & Kits New 8.5mm spark plug wires from FAST are designed for high-output ignition setups and provide protection from extreme temperatures. The ultra-low-resistance wires transfer the maximum amount of energy to the plugs.

Their reactive-core construction also effectively filters out “noise” generated by high-output ignition systems. This filtering of radio frequency interference (RFI) and electromagnetic interference (EMI) protects on-board computers and instruments, as well as helps preserve audio clarity.

Both silicone double-layer and sleeved versions featuring Kevlar-reinforced fiberglass mesh are available. Universal kits are also available, allowing customers to route and cut wires to their specific needs. Each wire is supplied with the spark plug terminal and boot installed and the distributor side loose. HEI-style and socket terminals and boots, along with a coil-wire side, are included with each kit. FAST even offers custom kits cut to specific lengths and terminated on both ends, for a direct plug-in. fuelairspark.com 877.334.8355

For a muscle car running a unique combination of accessories such as a highend stereo system or air-ride suspension, the need for a high-output alternator is clear. The 170-amp Proline Alternator is Vintage Air’s newest and most powerful alternator — outputting nearly as many amps at idle (120A) as its predecessor did at peak. Engineered to be a bolt-in replacement for any vehicle with a Front Runner system, it is available in two styles: a single-wire “Hairpin” design with internal fan and a single wire for Ford Front Runner Systems. Each version is embossed with a classic “Vintage Air” logo and comes in three different finishes. vintageair.com 800.862.6658

Shocking upgrade

QA1, Rear Pro Coil Systems for Monte Carlo and Grand Prix QA1’s new rear Pro Coil Systems for 1970-1972 Monte Carlos and 1969-1972 Grand Prix allows drivers to upgrade to direct bolt-on rear coil-over shocks.

Available in either double or single adjustable valving options, they offer ride height adjustability from stock to 1.5-inches lower. All systems include two billet aluminum shocks, high travel springs, mounting brackets, and all mounting hardware. Multiple spring rate options are available, and have been successfully tested in various applications, from casual street driving to hardcore race applications. qa1.net 952.985.5675 PPNDigital.com 65

Speed SHOP

PARTS | TOOLS | ACCESSORIES

SPONSORED BY

Building block

Speedmaster, Small Block Chevy Engine Block Speedmaster’s Small Block Chevrolet Engine Aluminum Block features added strength and cubic inches with a standard bore sizing of 4-inch (up to 4.155inch). Speedmaster’s small-block features siamese cylinder bores, dual starter mount bolt patterns, and front and rear external oil inlets, in addition to a more efficient water jacket design. They are cast from the highest quality high-density aluminum with extra-thick cylinder walls and decks.

Overall block strength is bolstered by billet steel 4-bolt main caps and redesigned internal webbing. Enlarged lifter bosses are compatible with offset or oversize valve train components. The new block is designed for high-performance street and extreme racing applications. speedmaster79.com 909.605.1123

Rotating magic

Lunati, Voodoo Crankshafts

Casting call

Hedman Hedders, LS Cast Exhaust Manifolds Hedman’s LS Swap Cast Iron Exhaust Manifolds are compatible with all LS-series engines, including both cathedral port and rectangular port heads. They are constructed with 1 5/8-inch inside diameter primaries and 2 1/4-inch collectors. They are made from precision cast ductile iron for extreme durability, and are available in either a raw cast finish (Part Number 68740), Black Maxx satin black finish (Part Number 68743), HTC polished silver finish (Part Number 68746), or matte silver finish (Part Number 68748). The Cast Iron Exhaust Adapter Tube Kit (Part Number 00740) is available separately. hedman.com 562.921.0404 66 Power & Performance News / Vol. 8, No. 1

The latest Voodoo crankshafts from Lunati feature a wider variety of stroke lengths than ever before. They are available for big-block and small-block Chevy applications.

These affordably priced, superior quality cranks have features normally seen only in far more costly, high-end race cranks. Each Voodoo Crankshaft is CNC-machined from 4340 forged, non-twist steel for extra strength and durability. They are precision-indexed, dynamically balanced, and nitride-treated for improved bearing-journal surface strength and wear resistance. Weight-reduction holes are located in each rod journal to allow for quicker rotating assembly acceleration and improved engine acceleration.

Counterweights are profiled to reduce operating windage and parasitic operating loss, while all bearing journals are micropolished for long bearing life under the most demanding race conditions. Lunati also offers Voodoo 4340 forged steel rods and premium alloy forged aluminum pistons, wrist pins, and ring combinations for all Voodoo crankshaft applications. Lightweight Cranks are available, as well. lunatipower.com 662.892.1500

Speed SHOP

PARTS | TOOLS | ACCESSORIES

SPONSORED BY

Tire bite

Cooper Tires, Zeon RS3-G1 Ultra High Performance Radial Tire

Need a lift?

Powerhouse Products, LS lifter retaining tool Camshafts in LS engines are easier to swap with this tool, which provides extra security by preventing the lifters from falling through the bores and into the engine. When performing a camshaft swap on an LS engine, the rocker arms are removed and the lifters held up off the camshaft with plastic lifter trays inside the engine. Over time, these lifter trays will wear and create a risk of dropping a lifter down in the engine, which then requires extensive disassembly to extract. The Powerhouse GM LS Lifter Retaining Tool slides through holes in the front of the engine and holds the lifters securely in their bores. The extra-long design with integrated handle provides plenty of leverage, while the rounded pushrod-style tip eases installation. Smooth construction of high-quality materials and the proper outer diameter prevents internal engine damage and won’t leave debris behind. powerhouseproducts.com 800.872.7223

The sleek tread design of the Cooper Zeon RS3-G1 isn’t just for looks. The Ultra High performance tire has been designed with more rubber on the outside shoulder and intermediate rib to grip.

It provides stability during cornering maneuvers and reduces tire noise. The Cooper Zeon RS3-G1 also provides longer-lasting biting edges due to its 3D full-depth sipes. The sipes help the tire tread blocks maintain a stable shape during acceleration, braking, and cornering. The full-depth aspect of the sipes means even when the tire is half-worn, there are still sipes to provide biting edges for consistent performance. Who knew? coopertire.com 800.854.6288

PPNDigital.com 67

Speed SHOP

PARTS | TOOLS | ACCESSORIES

SPONSORED BY

Power to the people!

YearOne, 400+ hp Powercrate Engines It’s a crate engine world these days — and with the type of affordable powerhouses available from YearOne, it’s easy to see why. Using premium components such as Edelbrock or Dart heads (your choice), hydraulic roller camshaft, and one-piece rear main seals, both of the YearOne PowerCrate engines offered make 400-plus horsepower with streetable compression ratios and plenty of vacuum for power accessories. Each engine ships with a dyno sheet showing exactly how much power your engine made. For a limited time, all YearOne PowerCrate 350 engines feature free standard shipping in the continental US. yearone.com 800.932.7663

Concours clean

Jay Leno’s Garage, Advanced Vehicle Care System Keeping your car clean is serious business. Fulltime car guy and “part-time” comedian, Jay Leno, knows that and has released a new line of car care products developed after years of testing on his own cars. His seven-piece starter vehicle care kit includes a wash, cream wax, quick detailer, tire and trim dressing, wax, and dressing applicator pads, along with an extra-plush microfiber towel.

These products are the result of eight years of development with a focus on a super high-quality shine and easy-to-use formulations. lenogarage.com 888.930.8743

68 Power & Performance News / Vol. 8, No. 1

Speed SHOP

PARTS | TOOLS | ACCESSORIES

SPONSORED BY

Invisible shield

XPEL, Stealth Protection Film In truth, the paint on classic vehicles is often in greater danger of being inadvertently scratched or nicked than paint on a daily driver. That’s because classic car owners often display their vehicles at car shows, which can require transporting the vehicle in a single open trailer. In addition, once the vehicle arrives at the event, damage can occur as multitudes of onlookers are leaning over it admiring the vehicle’s beauty. XPEL offers several types of paint protection films, ranging from headlight and door edge protection films to Stealth protection film for matte finishes. For classic cars, however, XPEL’s Ultimate is ideal.

A virtually invisible urethane film, Ultimate features a clear coat and special elastomeric polymers that “heal” over time, so swirl marks and fine scratches are naturally eliminated. xpel.com 800.447.9928

Automatic performance

Driven Racing Oil, AT3 Synthetic DEX/MERC Automatic Transmission Fluid

A rocking upgrade

Crane Cams, Bushed OEM Rocker Arms for GM LS Engines These upgraded LS OEM rockers feature pre-installed bushed trunnions that provide increased stiffness and improved dynamics over needle bearing versions. The rockers are also able to handle higher lift and higher speed applications than OEM LS rocker arm options. They provide increased valvetrain performance without the concern of losing OEM needle bearings into the engine. cranecams.com 866.388.5120

New AT3 fluid from Driven Racing Oil is a full-synthetic ATF that features mPAO, the most innovative synthetic base oil available. Driven’s AT3 features multifunctional additives, corrosion inhibitors, and foam suppressors. It also features high temperature protection and shear stability while offering improved low temperature flow and seal protection.

AT3 is recommended for use in Toyota T-III and T-IV, Honda ATF-Z1, NissanMatic D, J & K, Diamond SP-II, SP-II, Mazda ATF M-V, most BMW, Audi, and VW automatic transmissions. AT3 can also be used in manual transmissions and transaxles like T-5, T-45, T-56, and late model BMWs that call for DEXRON III or multi-vehicle ATF. drivenracingoil.com 866.611.1820

PPNDigital.com 69

Tech TALK

Driving Force

Carbon Fiber driveshafts rewrite the book on driveline performance Words Cam Benty | Photos Manufacturer

I

n the world of high-performance driveshafts, there are plenty of opinions regarding the perfect part for the job. In the past, an assortment of materials, from steel to aluminum, have been used for driveshaft construction.

As with most things performance, the lighter the better, as long as strength and fitment are not compromised.

Along with the material selection, the diameter of the driveshaft has been of critical importance in determining strength — exponentially affected by the overall length of the shaft. As Jeff Smith’s accompanying story for critical speed covers in detail, there are very serious dynamics at work here. Not taking the time to understand this information is as ignorant of the facts as standing in a puddle of water when you plug in your toaster, or telling Mike Tyson his tattoo is misspelled. In a word — don’t do it!

As you should know after reading the title of this article, carbon fiber has entered into the discussion of driveline materials. That amazing material used for body panels and chassis components has trickled its way down to the performance driveshaft arena. Many racecars currently use this super light, super strong material with huge success. News Bulletin: Now you can have it for your street performance car.

Carbon fiber driveshafts are state of the art for racing forms of all types, as well as high performance street applications.

How it’s made

The folks at QA1 offered to show us just what it takes to build a carbon fiber driveshaft. After all, carbon fiber requires completely different construction methods than metallic driveshafts.

All QA1 driveshafts are built in their 70 Power & Performance News / Vol. 8, No. 1

This magnificent piece of machinery allows QA1 to control the manufacturing processes for creating a carbon fiber driveshaft. Once the driveshaft has been designed and data input, the machine takes it from there.

loaded in the fully computer-operated driveshaft building machinery. As the carbon fiber windings are wrapped around the carbon fiber core, 3M Matrix resin is applied. QA1 offers driveshafts in thickness from 2.7 to 3.7 inches.

Why carbon?

As the carbon fiber strands are wrapped carefully to form the shaft, 3M resin is applied to make it strong. Today, QA1 makes driveshafts in diameters of 2.7-, 3.2-, and 3.7-inches.

Lakeville, Minnesota, facility to deliver the exact torsional stiffness desired.

Having significant expertise with carbon fiber materials, QA1 found with driveshafts that it was imperative to have control over the entire filament winding process, thus the need for full in-house capabilities. Not only do they measure the overall length with

great precision, they can also determine wall thickness and winding patterns.

Having this capacity enables them to have carbon fiber driveshafts that fit the usage — offroad, on track, or street performance — each one with unique build characteristics.

Once the full picture of the desired driveshaft sizing is determined, it is

As opposed to metal driveshafts, which are cut and balanced to fit, the carbon fiber driveshaft is a built-to-fit unit — no cutting involved. The carbon fiber driveshaft adheres to the yokes that hold the u-joints with an 11-step bonding procedure that ensures they won’t come loose.

As with anyone who has seen a metal driveshaft and u-joint failure, the damage to the surrounding flooring of the vehicle can be catastrophic. With carbon fiber, in the event of failure, the driveshaft shreds, causing no collateral damage, which means easier repairs and quick return to vehicle service.

A carbon fiber driveshaft carries tighter tolerances than metal shaft due to the way it is formed. For that reason, there is less balancing involved to prepare for usage. With CNC-machined yokes, proper axial alignment is achieved to reduce vibration — the main cause of driveshaft and u-joint failure.

If there is any question about carbon fiber driveshaft quality, QA1’s REV series driveshafts are certified to SFI 43.1 standards, which are the highest racing standards required for competition.

Final touches

Of critical importance is making sure the driveshaft specs are correctly measured. On this order form, it is critical to get the length of the shaft right as well as all ancillary parts, including the yoke and u-joints. To modify the old adage, measure three times, write it down once.

In our limited driving experience with the driveshaft we have increased smoothness of revving that clearly is due to the major decrease in rotational mass. Having witnessed up-close and personal the experience of a metal driveshaft coming apart, I’m sold on the carbon fiber driveshaft construction.

Once the tube yokes are inserted into the entire driveshaft component, it is tested for ultimate strength before delivery to the customer. The tests involve torsional spring rate and fatigue life through a barrage of NVH checks.

In addition, the driveshaft is then highspeed balanced to avoid driveline vibrations and ensure quiet operation.

For our application, the 3.7-inch diameter shaft was created to handle the PPNDigital.com 71

Our Rockland Standard Gear six-speed transmission uses a 31-spline output shaft from a Dodge Viper trans. QA1 has just the right input shaft for this application and many more, as the order form can attest.

The differential pinion yoke required us to go and find straps and bolts to allow it to bolt to the driveshaft u-joint. This differential is a Ford 9-inch modified for the Heidt’s IRS suspension.

525 lb-ft of torque output by the LS3 engine. The larger shaft gives us insurance should we decided to go with a power adder program that would put us in a higher power bracket — but no where near the limit to this strong shaft.

The attached form shows the driveshaft built for our 1971 Pontiac Firebird that features the Rockland Standard Gear sixspeed, LS3 engine, and Heidts Independent rear suspension. We bring up these points because, as you can see, this is a completely custom driveline requiring a driveshaft that is both sturdy and fits these dynamics. With a 525-hp engine, these driveshafts are barely challenged — able to handle up to 2,000 hp and the most grueling race environments.

72 Power & Performance News / Vol. 8, No. 1

The driveshaft mounts to the aluminum yokes — fore and aft — having been glued in place through an 11-step process developed by QA1. They won’t come out!

The input shaft is designed to slide into the back of the transmission in this manner. The shaft should slide in place somewhere between 1- and 1.5-inches before bottoming out in the trans.

Our biggest challenge was self-inflicted. Due to the Heidts IRS suspension and an exhaust featuring 3-inch diameter tubing, there was little room to operate. To slide the QA1 driveshaft in place took some creative manipulation, but the shaft did manage to fit in the designed location. Of course, tightening the u-joint straps took at least twice the time as if we had clear access.

For anyone interested in a carbon fiber driveshaft, the personal experience with the process, including installation, was excellent. Our driveshaft fit perfectly, and for the limited time we have now used the shaft, we have encountered no issues. We could not be more pleased.

Source: QA1, qa1.com

Although the fastening straps are not in place, you can see how the U-joint caps fit into the pinion yoke. The tabs on the yoke keep the caps in place — remember there are a series of needle roller bearings inside each side of the u-joint, so if you knock one off during assembly, you will have quite the mess on your hands.

Tech TALK

Critical Speed

Simple driveshaft speed calculations that could prevent a disaster Words/Photos Jeff Smith

W

e had this crazy notion to race a ’65 Chevelle at the Pony Express open road race in 1998.

We wanted to enter our car in the 150 mph class — where we had to average 150 mph for 90 miles — driving on a 2-lane primary highway in the Nevada desert. We had performed our top speed versus engine rpm calculations and the numbers looked promising.

The plan was to use a Richmond 6-speed manual transmission with a 0.62 overdrive and a 3.55 rear gear. Our top speed simulation program predicted we had enough power to overcome the Chevelle’s hideously poor aerodynamics to run as fast as 170 mph. For the record, the Chevelle was recorded at 168+mph at the Pony Express in 1998.

During our planning session, providence stepped in and a friend with high-speed racing experience suggested we speak to a driveshaft specialist about our intentions. Our benefactor mentioned something about driveshaft “critical speed” — a term with which we were completely unfamiliar. What we discovered was our 38 percent overdrive was going to spin our driveshaft so fast it would easily exceed its critical speed — a very dangerous situation when running at 140-plus mph.

Driveshaft critical speed is the equivalent rpm that matches the shaft’s first order natural frequency. When critical speed is achieved, the driveshaft will begin to whip or bend in the middle.

This is crazy dangerous, because when this bending occurs it not only affects balance, but also effectively shortens its length meaning the slip yoke can either

That spinning driveshaft might not seem like a source of trouble, but when a 20-pound shaft is spinning at 5,000 rpm, it contains a tremendous amount of stored energy. It’s wise to make sure that shaft is happy and safely avoiding its critical speed when spinning at max velocity.

This is a 3.5-inch diameter, mild steel driveshaft from Inland Empire Driveline we used in a 4L60E swap into our ’64 El Camino. This shaft is roughly 57-inches in length and our half-speed calculations tell us we are cool for cruising as fast as 90 mph with no problems.

be pulled out of the transmission or will fail due to insufficient contact with the transmission output splines.

So, imagine the carnage that occurs when a driveshaft (spinning at 5,500 rpm) fails while the car is running at perhaps 140 mph. All that kinetic energy begins beating on the floor, breaking through the thin sheet metal into the interior, all while the driver is trapped in his seat. It’s not a pretty thing to consider the consequences.

The best way to prevent this disaster is to take a few moments to calculate your driveshaft critical speed if you are considering any top speed runs.

In the past 10 years, high-speed measured mile (and now two-mile) runs at airports have become popular. Even long-wheelbase muscle cars are capable of 150 mph passes, so this story isn’t just about a few 200-mph cars.

Securing a more favorable critical speed can be achieved by changing any of several driveshaft variables. We’ve listed these variables in the accompany-

ing chart, but in review, they include the length of the driveshaft, the driveshaft rpm, the tubing diameter, the material, and the true driveline operating angle.

While each of these components affect critical speed, it’s the combination of all five that create the final rpm number.

Let’s start with length. As driveshaft length increases, critical speed is lowered, regardless of the shaft’s material.

This means that a shorter driveshaft is inherently stronger than a longer unit.

Tubing diameter is also a fairly simple concept, as a larger tube will be stronger with an inherently higher critical speed. So, if a change in length is not possible, increasing the tubing diameter will help.

Until a few years ago, driveshaft material selection was limited to steel — either mild steel or 4130 drawn-overmandrel (DOM) tubing — or aluminum.

While these are still viable, we now have a third option with carbon fiber. The advantage to carbon fiber is its incredible strength relative to its weight.

PPNDigital.com 73

This is what happens when a driveshaft is not happy. Now, imagine this happening underneath the car at 140 mph and it comes up through the floor, hunting for the driver. Not good.

Aluminum driveshafts offer a substantial critical speed improvement over steel. Referencing the Mark Williams chart, there is minimal difference between a 3.5-inch steel and aluminum shaft. But upgrading from a 3.0-inch steel to a 3.5-inch aluminum shaft increases the critical speed by 15 percent.

A big part of minimizing issues with driveline vibration has to do with ensuring the driveline operating angles are within spec. Tremec offers a free app for smart phones that will measure the operating angles and do the calculations for you.

Carbon fiber delivers an amazing critical speed advantage for a given length and diameter. A 3.5-inch diameter carbon fiber driveshaft has a 53 percent higher critical speed than a 3.0inch steel driveshaft.

Next is the operating rpm. Let’s take a simple situation where the transmission offers a 0.70 overdrive ratio.

Most enthusiasts view the overdrive from the perspective it lowers engine speed, which it does. As an example, as soon as the transmission shifts into overdrive, the engine speed is reduced by 30 percent. But this also means the driveshaft rpm is now 30 percent faster than it was in the 1:1 gear. Stated another way, at 100 mph with a 1:1 high gear, a 3.55:1 rear gear, and 26-inch-tall tires, the engine would spin 6,422 rpm. But add an overdrive ratio of 0.70:1 and the engine speed plummets to 4,495. The driveshaft, however, is still spinning at 6,422 rpm.

The final point is the driveline’s operating angle. This is not just the simplistic angle of the driveshaft. The entire operating angle is a far more complex consideration that considers the operating angles of the u-joints in both the side view and also the top view. This is called the compound operating angle — something that is almost totally ignored, yet can be a significant consideration.

We’ve included a condensed version of a chart that can be found on Mark Williams’ website that lists the critical speed for driveshafts of multiple length, diameter, and material composition.

Remember these speeds assume an ideal operating situation with minimum u-joint operating angles. If your operating angles are less than ideal, expect the

critical speed to be far lower than what is listed in the Mark Williams chart.

Let’s start with some simple calculations to illustrate how the numbers will play out to choose the right driveshaft.

To begin, we must be able to calculate driveshaft rpm based on vehicle speed, gear ratio, and drive-tire diameter.

Here’s the basic formula using a 3.08:1 rear gear and a 26-inch-tall rear tire to calculate engine rpm at 140 mph: Engine RPM = (MPH x Gear Ratio x 336) / Tire Diameter Engine RPM = (140 x 3.08 x 336) / 26 Engine RPM = 144,883 / 26 Engine RPM = 5,572 This puts our engine right at peak horsepower at the top speed we desire.

This also assumes a 1:1 high gear ratio like with a four-speed. If this was used in our ’65 Chevelle, it also requires a 60-inch long driveshaft. Our data only goes to 58-inches, so let’s assume we can make a 58-inch driveshaft work.

The critical speed for a 3.0-inch steel driveshaft is 5,062 rpm — which clearly won’t work.

The reason this won’t work is that at high speeds, the car is very slowly accelerating as it nears top speed. This means the engine will reside at a little over 5,000 rpm for a long time as it accelerates to top speed. We can’t take the risk of slowly transitioning through the driveshaft’s resonant speed. We will need to find a different driveshaft at the same length that offers at least a 15- to 20-percent safety factor over the critical speed.

So, what can we do? A 20-percent safety factor would be: 5,572 x 1.20 = 6,686 rpm or higher. On the chart, we can see there are two driveshafts that will give us the rpm we need. One is

a 4.0-inch diameter bonded aluminum driveshaft with a critical speed of 6,733.

The problem with a 4.0-inch driveshaft in an early Chevelle is that we would have to cut and raise the stock tunnel to clear that large of a driveshaft. The other shaft that would work is a 3.75-inch carbon fiber unit with a critical speed of 7,756 rpm — clearly with more than enough safety factor.

Another solution would be to change the rear gear to a 2.56:1 ratio combined with a 1:1 high gear transmission.

This taller gear would put engine and driveshaft speed at 4,631 rpm, which achieves more than a 25-percent safety factor for a 3.5-inch performance steel driveshaft’s critical speed of 5,963 rpm.

Note that a 3.0-inch steel driveshaft would still be too close with its 5,062 rpm that does not achieve a 10-percent safety factor.

The only problem with a 2.56:1 rear gear is that acceleration up through the gears will be soft. A popular option is to use a deeper gear for acceleration and then pop the trans into overdrive to reduce total engine rpm. We could use an overdrive unit to slow the engine speed, but remember this increases the driveshaft speed — and can easily push the driveshaft into (or past) its critical speed. Let’s try a combination to see what that achieves.

The variables are a 3.55:1 rear gear, a 0.62:1 overdrive (Richmond six-speed), a 26-inch-tall tire, and a new top speed goal of 170 mph. That may sound crazy, but it’s close to our original combination with our Chevelle in 1998. For a final drive ratio, it’s necessary to multiply the 6th gear overdrive ratio of 0.62 x 3.55 (rear gear ratio) = 2.20:1 for the

74 Power & Performance News / Vol. 8, No. 1

This Tremec illustration used in their app indicates the parallel angles necessary to ensure proper u-joint operating angles. Note the engine and transmission angle is tail down with the pinion angle nose up. If the pinion was nose-down, this would produce a conflicting operating angles.

This is a nice Axle Exchange 3.5-inch aluminum driveshaft (left) for an ongoing Chevelle project.

Next to it is an aluminum driveshaft that unfortunately suffered damage from floor pan interference. Sadly, the score marks have rendered this shaft unusable.

final drive ratio.

Engine RPM = (MPH x Gear Ratio x 336) / Tire Diameter Engine RPM = 170 x 2.20 x 336) / 26 Engine RPM = 4,833 Driveshaft RPM = Engine RPM x Inverse of Overdrive (inverse of 0.62 = 1.38) Driveshaft RPM = 4,833 x 1.38 = 6,670 As you can see, this doesn’t help because of the excessive driveshaft speed.

There were no (affordable) carbon fiber driveshafts available for our Chevelle back in 1998, so we had to revert back to the previous 2.56:1 rear gear combination without overdrive.

Now that we have a handle on critical speed, let’s look at something called half critical speed. First order vibrations occur at shaft speed, but because the u-joints move twice per revolution, a driveshaft spinning at half of the critical speed can create a vibration. This may seem unimportant, but with an

The weight difference between a steel and aluminum shaft is substantial. While an aluminum shaft will be easier to accelerate, keep in mind that with the shaft’s very small diameter, any power improvement will be minimal. We compared the weight of the steel versus the aluminum shafts with the steel version at 21.8 pounds and the aluminum at 15 pounds — a 31-percent reduction in weight. But obviously, the steel shaft would be stronger.

overdrive transmission spinning the driveshaft 30 percent faster than engine speed, it is entirely possible. What we want to avoid are those annoying vibrations at normal highway cruise speeds.

Let’s take a look at a common combination of a street gear ratio, a long driveshaft, and an overdrive automatic transmission. The combination in our 383c.i. ’64 El Camino is a 4L60E automatic with a 0.70 overdrive, a lockup converter, a 3.36:1 rear gear ratio, and a cruise speed of 70 mph.

HALF CRITICAL SPEED MPH CALCULATION 3.36:1, 4L60E (0.70:1), 26-inch-tall tire, 70 mph Engine RPM = (MPH x Gear Ratio x 336) / Tire Diameter Engine RPM = (70 x 2.35 x 336) / 26 Engine RPM = 2,126 at 70 mph Driveshaft RPM = 2,764 at 70 mph (30 percent faster) With a driveshaft length of 56 inches, the critical speed of a 3.5inch diameter, mild steel driveshaft is 6,403 rpm.

So half critical speed 6,403 / 2 = 3,201 Driveshaft RPM = 105.4 MPH So it appears our cruise speed will not be affected by half critical speed issues until we try running the car up to 105 mph. This may create a vibration, but the chances of that happening are slim as long as our operating angles are

optimized.

The last words on critical speed should be left to ensuring that the operating angles of the driveline are as accurate as possible. We’ve written a tech story on using the Tremec Driveline Angle Finder App on a smart phone. This app uses the angle function on a smart phone to quickly determine the driveline’s true operating angles. Search “Tremec Angle Finder” on PPNDigital.com.

To simplify the driveline operating angle as much as possible, the key with any one-piece driveshaft using a pair of u-joints is to establish the proper operating angles under load. If the engine and transmission are in the typical tail-down orientation, it’s important the rear axle pinion angle be pointed upward at roughly the same angle. So, if the engine was pointed tail down 2 degrees, then the pinion flange on the rear end should be pointed upward at roughly the same angle. An angle difference of up 1 to 3 degrees is acceptable.

This places the two u-joints at minor operating angles so they turn slightly as the driveshaft goes through each revolution. What should be avoided is a conflicting angle where the engine/trans is pointed down and the pinion angle is also pointed down. This creates a conflicting angle that will cause the u-joints to rotate in an ellipse, as opposed to a true circle. Re-orient both u-joint operating angles into a parallel relationship and the u-joints will operate in a true circle and the vibration disappear.

In the early days of racing when race cars struggled to break 100 mph, driveshaft issues were minimal because of the low speeds. Now that street cars have the potential to approach or exceed 200 mph, the physics of a spinning driveshaft become of paramount importance.

So, do a few measurements, punch the buttons on your calculator for a few minutes, and see where your combination pencils out. You might be surprised.

Sources: Advanced Composite Products and Technology, acpt.com; Axle Exchange, axle-exchange.com; Denny’s Driveshaft, dennysdriveshaft.com; Inland Empire DriveLine, iedls.com; Strange Engineering, strangeengineering. net; QA1 Precision Products, qa1.net; Tremec, tremec.com; Mark Williams Enterprises, markwilliams.com PPNDigital.com 75

Wolf Wagon A GTX that gives new meaning to the term Haulin’ Words/Photos Larry Weiner

L

ong before a professional journalist coined the term “phantom” to describe a vehicle not actually built by the original manufacturer, the creation of “oneoff” cars was merely a matter of an enthusiast wanting something different and just building it. The following story is a case in point.

Rumor has it that in 1968, a long time Mopar enthusiast named Herb purchased a new Plymouth Satellite station wagon. Living in suburban Chicago with his wife and five children, a wagon was the vehicle of necessity, rather than choice. But Herb had never lost his enthusiasm for the red hot performance cars he owned in his youth, and he continued to lust for a vehicle with the kind of power he had once enjoyed.

In 1969, with the release of the Road Runner 440c.i. Six Pack, Herb could stand it no longer. According to the story, Herb called Mr. Norm’s Grand Spaulding Dodge, the mecca for ultimate performance Mopars and asked if there was any way his nearly new Plymouth could be enhanced with the same 440 Six Pack that made the just-released Road Runner and Superbee such street and strip terrors.

76 Power & Performance News / Vol. 8, No. 1

PPNDigital.com 77

The stance of the GTX 440 Six Pack Wagon makes no bones about its purpose. Sitting slightly lower than stock, it still stands tall and imposing compared to today’s low-slung cars. Period perfect Cragar S/S wheels complement the vintage appearance of the wagon, complemented by Firestone Firehawk Indy 500 performance radial tires.

Herb was assured his B-Body wagon was a fraternal twin to the Road Runner and could be fitted with the full complement of parts. In fact, the swap was nothing more than a boltin, and all of the parts for the conversion, including the 440c.i. engine, were in stock. Without hesitation, Herb brought the wagon to Mr. Norm’s and a week later took delivery of his Plymouth wagon, one that was quite unlike any other.

After driving his Six Pack Wagon for about a year, Herb’s brother-in-law from California flew in for a visit. Herb

True to form, Weiner installed the signature massive racing scoop on the blackout hood.

took him for a ride in the wild wagon, and his brother-in-law fell in love with it. Long story short, he made Herb an

offer he couldn’t refuse, and the wagon headed west on Route 66 to Southern California. Once there, the car was further enhanced with a factory Six Pack lift-off hood — not practical in Chicago — and converted to a four-speed. The interior was upgraded with buckets and a console from a GTX. Fast forward to today. The current owner, Larry Weiner, found the Plymouth wagon sitting in a back yard in California and restored it to the status you see here. While some of the go fast goodies are missing, the car has been restored to its former greatness.

The Plymouth sports a full on 440 Six Pack engine, with a trio of Holley carbs perched on an Edelbrock aluminum intake manifold. A Milodon oil pan provides the latest in oil pan technology.

78 Power & Performance News / Vol. 8, No. 1

Weiner purchased the Plymouth wagon, sans the GTX motif, with the mindset he would go this direction. Despite having moved to the San Diego area after years of living in Chicago, his Mopar roots that cemented his connection to Mr. Norm and Grand Spaulding Dodge are alive and well today.

Filling the open areas between the spokes on the Hurst Dazzler-inspired wheels by Oasis are SSBC high-performance disc brakes at all four corners.

Enhancing handling are the aforementioned Hotchkis Performance Sport Bars, heavy-duty 440 torsion bars, and a completely refreshed suspension system that features Control Freak Suspensions’ new upper and lower control arms, coil over suspension, and urethane bushings designed especially for the Mopar B-Body.

Custom Carpets provided the original-style loop carpeting in blue, adding continuity to the theme, while the installation experts at Syndicate Automotive Concepts have cleverly hid a Sony Xplod Audio System.

Backing up the engine is a bullet-proof Hays clutch that transmits the power to the A-833 4-speed manual transmission armed with a Hurst Competition/Plus shifter. The Gear Vendors overdrive gives this wagon outstanding mileage that belies the exterior appearance.

Authentic supercar style

Classic design is one of the hallmarks of a late 1960s Plymouth, and the GTX 440 Six Pack Wagon has been carefully restored to maintain its timeless original appearance. In doing so, we have made only the subtlest visual changes, creating a vehicle that is loaded with “treats.”

While the uninitiated may overlook some of these nuances, true aficionados will find this “phantom” GTX wagon teeming with numerous detail improvements that mark this as a vehicle not only true to the era from which it came, but one that incorporates many of the latest improvements, making it

The interior mirrors the theme running throughout the Plymouth. One of the highlights are the authentic 1968 GTX bucket seats with magnificent Katzkin hand-sewn white leather, with stitching that remains true to the original pattern, flanking a stock console.

as contemporary and relevant today as when it first debuted.

A prime example of this philosophy is the paint. While the color is reminiscent of the original “B-5 Blue,” the brilliant “B-5 Super Blue” Sherwin-Williams Automotive Finishes Planet Colors hue is a modern interpretation of the original that takes advantage of the latest in paint technology.

The Plymouth GTX 440 Six Pack Wagon is a great example of the incredible performance of the late 1960s big-block Mopars. Complementing the ground-pounding performance is timeless styling that leaves no question what year and brand of vehicle it is, unlike today’s generic, appliance-like frontwheel drive cars.

The 1968 Plymouth GTX 440 Six Pack Wagon is a perfect expression of what a confident, exciting time the 1960s were.

It makes no pretense or excuses for what it is. One thing is sure; the GTX 440 Six Pack Wagon isn’t politically correct. Rather, it’s brash and arrogant, confident and ambitious, like the generation of Americans that inspired it and those who appreciate it for what it is today.

PPNDigital.com 79

Tech TALK

LS Oil Pump Brief

There’s much more to the LS oil pump than just flow Words Jeff Smith | Photos Jeff Smith and Manufacturer

T

he popularity of the GM LS smallblock continues to escalate, as it offers an incredible array of options for making power. With this comes the availability of wide variety of parts for this engine. For this story, we’re going to take a look at some important options and tech tips for the all-important lubrication system. While oil pumps and pickups may not be as romantic as cylinder heads and camshafts, the engine still needs a well-designed oiling system to live a long and powerful life.

Perhaps the most dramatic LS engine architecture change was away from the traditional Gen I small-block Chevy oil pump. All small- and big-block Chevys employed a simple spur gear pump driven off the camshaft. The LS not only moved the pump off the cam and onto the crankshaft snout, but also improved its efficiency by using a gerotor style that is quite efficient.

But with these changes also comes some compromises. Much like carefully positioning the oil pump pickup location on a small-block, the LS has some idiosyncrasies that define its use. We’ll cover several of them to help you make the right decision when it comes time to build your next LS engine.

Let’s start with selecting the right pump for your application. There is a wealth of urban myths about oil volume and the “must-have” oil pressure for even mild performance engines.

These misunderstandings stem from hot rodding’s classic “more is better” theory. With oil pumps, more pressure is not necessarily better. Pumps create pressure when there is a restriction to

80 Power & Performance News / Vol. 8, No. 1

LS engines use a crank-mounted gerotor style pump (left) that is the 21st century update to the ’50s era small-block Chevy spur gears (right). One minor LS engine shortcoming is the oil pump spins at crankshaft speed, rather than half crank speed with the original small-block.

Even stock LS oil pumps like this Melling M295 use an easily removable number 8 metric Allen plug to access the oil pressure relief spring. This makes it easy to bump up the pressure. Performance Melling LS oil pumps offer both higher pressure and/or high volume pumps.

flow. A simple example is with electric fuel pumps. These pumps are often rated at different pressures. With a given size pump, as pressure increases, the volume the pump can produce decreases, and the pump must work harder to produce that pressure.

OE engineers calculate the total volume of oil necessary to lubricate a given engine at maximum load and then size the pump accordingly. The pump is generally oversized to accomplish this task, using a pressure relief valve and spring to regulate the pressure. When pump volume begins to stack up in the lubrication circuit, this restriction creates pressure. When the pump reaches this maximum desired pressure set by the relief spring, the spring compresses, opening the valve, which then bypasses a given amount of oil to maintain

This Melling chart describes the three different GM pickup tubes. The most common is the straight tube. All LS oil pumps are machined the same, so the trick is to match the seal to the style of pickup.

Here, we have an oil pump pickup and seal that uses a brown O-ring of questionable origin — making a conversion based on factory seal color difficult. However, using the instruction sheet and finding our tube is 0.780-inch in diameter and of a straight design, the black Melling seal is the correct choice. The correct seal choice is based on the style of pickup, not on the pump.

the maximum pressure. If the pump is too large, it merely internally bypasses more oil than necessary, which is inefficient.

By design, at idle, the pump will be spinning slower — but its volume is still more than sufficient. This is why the pressure is lower. Despite this lower pressure, there still is sufficient oil volume to feed the bearings and energize the hydraulic roller lifters. Given this situation, excessive idle oil pressure is of minimal benefit. Idle pressures of 30 to 35 psi, or even as low as 20 psi, offer no cause for concern. Conversely, attempting to create 50 psi at idle with the engine at normal operating temperature is unnecessary.

Conversely, stock LS oil pumps do tend to lose efficiency at engine speeds exceeding 6,200 to 6,500 rpm. This can

be traced to several different factors, most of which contribute to pump cavitation. This can be easily remedied with a Melling performance pump. For example, the Melling PN 10295 is a standard volume performance pump that offers 10 percent more pressure using a red pressure relief spring. The next step up is a Melling PN 10296 pump that offers this same higher pressure potential matched with an 18-percent increase in volume.

These pumps offer several advantages over a stock replacement pump that you might want to consider. The 10295 and 10296 are both CNC machined and hard anodized for additional wear resistance. Both pumps come with a CNC-machined and phosphate coating on the pump cover and use countersunk screws in the cover for improved PPNDigital.com 81

Melling’s high volume LS oil pumps offer a phosphate-coated cast iron cover that has been hard anodized for greater durability. There are several options for the LS with a 10 percent increase in pressure (PN 10295), or a combination of greater volume and higher pressure with the 10296 version.

Anytime the engine is disassembled, always pre-fill the oil filter to minimize the time it takes to pressurize the lubrication system after the engine starts. It’s worth noting there are two different oil filter thread sizes for LS oil filters — early and late.

One advantage to the Melling performance pumps is the cast iron phosphate-coated cover that offers countersunk screws, allowing plenty of clearance even when a dual roller timing chain requires a 0.125-inch thick spacer be placed between the pump and the block. Pumps with regular protruding bolt heads may hit the timing cover when used with the spacer.

On stock pumps, a quick way to set the oil pump clearance around the crankshaft drive is to mount the pump and install all four mounting bolts hand tight, then rotate the engine a minimum of 720 degrees and torque the mounting bolts to 18 lb-ft.

timing cover clearance. This is helpful if you are using a dual-row timing set that requires the pump be spaced 0.125-inch forward to clear the timing set.

Higher volume pumps have found a place in some LS engines, especially high mileage aluminum block engines that suffer from excessive lifter bore clearance. GM originally produced these engines with slightly wider lifter bore clearances to allow these engines to start and run in extreme cold climates. This slightly increased lifter bore clearance creates a significant internal hydraulic leak that effectively increases the pump volume of oil. Often it is much easier to add a slightly higher volume pump than to refurbish the lifter bores with aftermarket bushings.

An important point is that the later 82 Power & Performance News / Vol. 8, No. 1

Gen IV LS engines employing GM’s Active Fuel Management (AFM, also known as displacement on demand or DOD) requires a significant increase in flow and pressure to push additional oil through the hydraulic activation circuits. For these engines, Melling offers an oil pump that puts out 33 percent more volume than the Melling 10295.

This pump is designed for use in AFM and VVT engines and not recommended for use in Gen III or Gen IV LS engines.

While the LS engine architecture offers multiple advantages over the old Gen I small-block, it also has its assembly technique peculiarities. One aspect that can cause serious performance issues is the seemingly insignificant O-ring seal placed around the oil pump

inlet tube as it fits inside the oil pump.

There is quite a bit of confusion surrounding this simple little seal since there are two different seals that can be used. Melling has created an easyto-follow guide that references the correct O-ring seal to be used with the three different pickup tubes. The point to remember is the different O-rings are necessary because of various tube designs, not because of changes to the oil pumps. Melling also offers detailed videos available through Youtube.com that are extremely helpful.

The reason this seal is so important is because the oil pump is at the front of the engine and the sump at the rear, necessitating a 22-inch long tube from the pickup to the pump. Pumps do a much better job of making pressure than at

Melling recommends setting a high-performance pump by using a trio of 0.002- to 0.003inch feeler gauges around the pump’s outside circumference. We show two in this photo, as that was all we had!

One disadvantage to the crank-mounted oil pump is it is a long way from the oil sump.

Melling came up with this slick, oil pump prime suggestion. Remove the large oil passage plug on the driver front side of the block. Insert a 3/8inch rubber fuel line into the passage, and use a funnel to pour oil to pre-fill the oil pump’s cavity.

This will ensure oil pressure upon startup.

With the rubber hose installed in the block, pour roughly 8 to 10 ounces of oil into a funnel to prefill the oil pump. This will prime the pump and ensure oil pressure. It’s also a good idea to pressure lube the engine before starting. Melling makes a pressure lube kit for this purpose.

oil pump cavity. This is a great time to also pre-fill the oil filter. This ensures the pump will make pressure almost immediately after the engine fires.

The classic line is that armchair generals study tactics, while real generals study logistics. The same could be said about the dreamers who would rather talk about romantic parts like intakes,

All LS oil pumps are designed around a single row timing set. If a dual row timing set is used, a small aluminum spacer is often supplied with the set to move the oil pump forward 0.125inch to create clearance for the wider chain and gear. Keep in mind this will also move the pickup forward, which will require modifying the pickup’s mounting bracket.

heads, and cams, while real engine builders study the details like oil pumps and lubrication systems. That’s because you won’t get very far with a high-rpm street engine with an under-performing oiling system.

Source: Melling Performance; melling.com

pulling enough vacuum to “pull” the oil from the sump to the tank. If the seal is cut or does not make a complete seal, air is introduced into the inlet side of the pump, and pump performance suffers dramatically.

Once the correct seal is in place and the engine is assembled, the oil pump and oil filter need to be pre-filled to help the engine make immediate oil pressure when it starts. This is important anytime the oil pump has been replaced or if the engine is new. Melling offers a quick two-minute video that explains how this works. You can find the video on Melling.com under Tech Videos, but we’ll also show you how to do it.

There is a large, 8mm Allen plug in the front of the engine on the driver side that, when removed, has direct access to the oil pump. Use a 2- to 3-foot length of 3/8-inch rubber fuel hose and shove the hose about 1 inch into the hole.

Then place a funnel on the other end of the hose and pour roughly a half-pint of oil into the hose. This will pre-fill the PPNDigital.com 83

Tech TALK

Aggressive Evolution

Performance pushes technology, takes cams to new levels Words Cindy Bullion

P

erformance engine builders have long turned to the camshaft in their quest for more power. While experimentation with duration, lobe separation angle, and profiles produced dyno results, the outer limits grew too aggressive in relation to other components. More experimenting ensued until, like in any scientific field, new technology emerged and the cycle began again. What was once considered aggressive no longer was. So is the case today.

“What a racer may have only dreamed of 20 years ago is now being successfully run at the track,” Allan Bechtloff of Crane Cams says. “It takes some time to do it, but racers will find a way to succeed using new designs and materials.”

A common definition of an aggressive camshaft is one that pushes the engine to maximum power potential, with its success depending on whether it reaches that potential without breaking anything.

In the early days, this “aggressive” evolution began with the flat tappet lifter trying to follow the more aggressive lobe designs. When the design was changed to lift the tappet too fast or too far, in a given amount of duration, the tappet dug into the lobe surface and caused failure. These more aggressive designs also made the lobe come to a peak without much radius of curvature at the top.

Engineers then turned to increasing the journal size of the camshaft for a smoother curve at the nose. That, 84 Power & Performance News / Vol. 8, No. 1

however, required increasing the cam bearing size in the engine block, a risky move if webbing in the block was not strong enough to allow for such a modification.

Bechtloff says the desired goal behind each of the camshaft changes was increasing flat tappet velocity, which is the measurement in one-thousandths of an inch that a tappet moves in one degree of camshaft rotation. The further the tappet travels in one degree of rotation, the more aggressive the lobe design.

To overcome the limitations a flat tappet camshaft presented in increasing

that velocity, engineers increased rocker arm ratios.

“Let the rocker arm get you the valve lift you are looking for and not try to do it all with the cam lobe,” Bechtloff says of the thinking behind that decision.

The problem was an increased rocker ratio meant greater load on the cam lobe and lifter. Since flat tappet cams are usually made from an alloyed cast iron, they sometimes could not carry the increased load and failed. Enter the roller tappet design.

“The wheel on a roller tappet can follow a much more aggressive lobe

Increasing the duration of a flat tappet camshaft in hopes of more power can cause the tappet to dig into the lobe surface and cause both components to fail.

design, with almost no limitation when compared to a flat tappet,” Bechtloff says. “There is only one tangent point of contact between the lobe and the roller wheel, and design can become as complex or as simple as the cam designer chooses.”

Modern roller cam lobes are designed from a series of curves put together to produce the valve motion most desired.

Acceleration rates can be changed to get more performance from the engine and help stabilize the valve train, with valve spring characteristics taken into account to enhance both life and valve control. Since the same laws of physics still apply, increasing the cam journal

diameter for a bigger lobe and enlarging the cam barrel for strength are still options.

While these physical attribute changes alone have allowed for higher valve train performance in today’s engines, additional technological advancements provide for increased durability that tempts engine builders to continue pushing the limits.

The quickest way to increase a cam’s durability is to make it from a tougher material. Tool steel, actually available in several grades, has grown to be the most popular material among engine builders with high horsepower goals.

S7 tool steel has a high alloy content

Install a camshaft that is too aggressive for your application and your rocker arms could suffer like these.

and is through-hardened to better handle impact, though grooves can be worn in the cam face a bit more quickly than with more conventional materials like the case-hardened SAE 8620 or 9310.

Special to COMP cams, ST4 tool steel has a higher carbon content and is less susceptible to wear than SAE 8620 and 9310. At the top of the material spectrum is PM M4, most commonly used in NASCAR-type applications.

COMP Cams valve train engineering group manager Billy Godbold says in addition to newer materials, surface preparations such as nitriding and micro-polishing can increase camshaft durability. Nitriding hardens flat tappet cams through the injection of nitrogen into lobe surfaces and journals, while micro-polishing removes microscopic imperfections in metal wear surfaces.

Recent advancements in testing methods and measuring techniques have enabled engineers to analyze earlier in the development process just how durable a camshaft will be under varying loads, and how it will perform in relation to other valve train components.

Today, how “aggressive” a cam is really comes down to how well a profile fits inside an application given its rpm, rocker ratio, lash, valve train mass, and system stiffness.

“A lobe that might be extremely conservative and safe in a 5,500 rpm application would certainly produce motion that is too aggressive to control in a 7,500 rpm application, especially with flimsy pushrods and rockers or heavy valves,” Godbold illustrates. “In many ways, asking what is an aggressive cam is like asking what a heavy valve is, and will vary considerably from application to application. What would be an extremely light valve in a LS engine would be outstandingly heavy in a CBR600RR.” The idea behind installing an aggressive camshaft is to increase the tappet velocity so the valve will more quickly open and close.

“We want to get the valve out of the way to induce airflow then slap it shut to stop the airflow, which in theory increases horsepower,” Bechtloff says.

“But the valve that is sitting still has mass, and to overcome the inertia of the PPNDigital.com 85

The wheel on a roller tappet can follow a much more aggressive lobe design than a flat tappet.

A close-up showing how a tappet (or lifter) can wear a camshaft lobe when valve train components aren’t matched.

This illustration from COMP Cams shows how flat tappet and roller camshaft profiles affect tappet velocity, a measurement utilized when assessing how aggressive a camshaft is in a given application.

86 Power & Performance News / Vol. 8, No. 1

valve mass, a force will need to be applied to move it.”

That force comes through increased acceleration, by way of the camshaft.

But running a camshaft that is too aggressive could end up causing pushrod bending, rocker arm deflection, excessive spring pressure, valve float, and negative harmonics in the valve train.

Considering how a cam will relate to other valve train components is a must.

Before beefing up your cam, Bechtloff advises lightening mass elsewhere in the valve train.

“This can mean going to a smaller valve stem diameter, a hollow stem valve, changing to a Titanium material, or doing all three,” he says. “A lighter valve spring retainer is equally important.”

He cautions that in some applications a Titanium retainer can wear from contact with the spring, making a thin-wall tool steel retainer that has been heat treated a better option.

“You can also reduce the weight of the rocker arm, especially the portion that sits on top of the valve stem,” Bechtloff adds. “One with less ‘nose weight’ is just like using a lighter retainer. But, be careful so you don’t increase its deflection or compromise its longevity.”

Valve springs also add to valve train mass and are likely due an upgrade when installing an aggressive cam. Consider using smaller diameter springs or switching to a beehive design. Then, you can look into reducing spring tension.

“Increased spring tension robs power due to the friction and energy it takes to open and close the valves,” he says.

“Plus, it wears out parts like cams and lifters. You really shouldn’t run any more spring tension than it takes to keep the valve train stable and in control. Cam lobe design may be a key factor in reducing that tension.”

Your valve train upgrade has now come full circle, landing back at the camshaft. Just remember optimal valve train performance comes through careful matching of all components. Oh, and what may have been the best choices 10 years ago are likely not so today.

That’s the nature of evolution.

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

The aggressive Bootlegger cams are designed for hot rodders who play by thier own rules. Building on technology from the popular VooDoo® Series, Bootlegger Camshafts are the most powerful street cams ever produced.

With a tight 108º Lobe Separation Angle (LSA) there's more torque for taking off, especially when paired with a 104º intake centerline. This potent combination starts opening the valves earlier to greatly improve low-speed torque and midrange power, creating a “useable range” for those who actually drive hard.

HYDRAULIC ROLLER & FLAT TAPPET CONFIGURATIONS LS, SMALL & BIG BLOCK CHEVYS

Sure, there are plenty of cams that make big power at the very top of the tachometer, but blasting off the line, downshifting, and on-and-off driving along twisty roads requires power down low. After all, everyone knows you can’t catch the Bootlegger.

9739j

#BOOTLEGGER • BOOTLEGGERCAMS.COM • 662.892.1500

Every.

Second.

Counts.

TCI® Offers Engine Braking In 1st, 2nd & 3rd Gear With The All-New AUTO-X GM 4L60E Transmission Package.

Engine braking provides a valuable advantage when slowing down to enter turns.

The AUTO-X Transmission Package offers engine-braking capability in 1st, 2nd and 3rd gears for GM 4L60E applications, making it ideal for autocross, road racing and off-road. New valve body innovations override the sprag clutch in 1st and 2nd, while 3rd gear is locked directly to the input shaft when the shifter is in the drive or 3rd-gear position. This allows the engine’s decreasing RPM to assist in lowering vehicle speed.

AUTO-X TRANSMISSION PACKAGES • Includes EZ-TCU™ & paddle shifter • Ideal for autocross & road racing • Triple tested for quality

TRANS HELP™ 1.888.776.9824 • TCIAUTO.COM • JOIN US:

9586k

The package includes an AUTO-X GM 4L60E Transmission, a TCI® EZ-TCU™ and paddle shifters. Upshifting and down shifting can be controlled with the paddle shifters while the EZ-TCU™ is set in manual mode. When the shifter is placed in the overdrive position the transmission will operate normally without engine braking enabled.

PPNDigital.com 87

Taking a classic ’61 Chevy into the modern age Words/Photos Roger C. Johnson

L

et’s face it, the concept of cool-looking cars with hot engines is what makes our world go around. And one of the coolest of all was the GM “Bubbletop” design of 1961. It offered such fresh, clean, and appealing lines that more than a half-century later, it still sweeps us away. Granted, the ’62 may have a more vocal following, but the ’61 model still has a more visually aggressive style about it.

88 Power & Performance News / Vol. 8, No. 1

This perfect example before you happens to be powered by a “stroker” 409. This particular bubbletop has the beauty and brawn to leave many more long-lasting impressions in the years to come.

For owner Daryl Witt, this all started as a mere child when he recalls crawling into the engine bay as his dad worked on a 1956 Chevy pickup. By age nine, he was an expert at oper-

It’s hard to describe the automotive element known as “stance” to a normal person.

But for the rest of us, it is as obvious as the sunrise. Say good morning.

ating his dad’s Hurst-equipped shifter from the passenger seat. But like so many of us, Daryl’s enthusiasm for hot cars had to be tempered because of other responsibilities that come with adulthood. But, now he’s back with a vengeance.

Let’s call it post-postponement reaction syndrome.

A stroke of good luck had his neighbor “Carlos” introducing Daryl to a local engine builder specializing in Bow

Tie products, and renowned 409 guru Lamar Walden. That’s when things began to spiral upward. Walden then built a small-block LS2 engine (with LS3 heads) for Daryl’s ’67 Pontiac LeMans street car.

Enter the bubbletop

Shortly thereafter, our hero, Daryl, decided he just had to PPNDigital.com 89

The famous “bubbletop” design concept seemed to take hundreds of pounds off the car just because of its pure intuitive pen strokes. Classic five-spoke, polished aluminum wheels add a touch of class and performance in perfectly equal proportions.

Even in the ’60s, car designers wanted their products to look mean and nasty as they got bigger in your rearview mirror. They hit a home run with the ’61 Impala.

have a 1961 bubbletop Chevy, so he began the search. Another buddy told him about one for sale that had its original 283 replaced with a 327. It still had the factory four-speed, in great shape, and within budget. It was irresistible on sight, so a deal was struck immediately.

Daryl always knew this very drivable Impala with the seductive red paint would just be the basis for the vision in his mind’s eye. That vision was a ’61 that looked beautifully stock at first glance, however enthusiasts would pick upon the minor changes he made to the car. Now that he had possession of the beauty, it was time to add some brawn. Another visit to Walden’s shop was in order.

This time, they started with a fresh 90 Power & Performance News / Vol. 8, No. 1

Daryl’s Impala is stock looking even on the inside. Everything but the gauges appears original, because it is. The interior design was as contemporary as you could get in the early ’60s. It still looks and feels inviting.

cast iron 409 block opened up to displace 482 cubes. Iron heads were selected and tweaked with the classic Lamar Walden magic that has been his trademark for decades. A Holley 750 cfm double-pumper rides on top of an Edelbrock RPM Performer intake manifold, supplying air and fuel aplenty to this party.

Other things the average motorist would never notice about this car are a Be Cool radiator, dual electric fans by Derale, and a Vintage Air Super Cool AC system for the hot Atlanta summers.

This car’s factory frame was bolstered and supports tubular control arms from Pure Muscle, ADDCO front and rear sway bars, and front disc brakes by CPP. The car’s original 10-bolt rear was

rebuilt and houses 3:36:1 gears, along with a Posi unit.

Under this car, you’ll also find a custom exhaust using 2.5-inch tubing with a pair of single chamber Flowtech mufflers. If that’s not enough to make a proper entrance, just switch open the Qtec electric exhaust cutouts. An Alpine stereo is available whenever Daryl decides he wants more conventional music. With regards to the interior appointments, Daryl wanted a little more flash inside, so his ’61 sports a Digital Dash package incorporating a very stylish analog gauge layout.

The most conspicuous elements in the Impala’s otherwise subtle transformation are the Coys C5 model wheels measuring 18x8 up front and 20x10 in

The Impala’s stylistic combination of smooth contours and aggressive edges was early insight into modern automotive design. We can see its influence in almost any new car.

The carbon-fiber valve covers may be simulated, but everything else about this 409 is as real as it gets. 1961 marked the first year the 409 was offered to the public, although it was just a single quad engine with 360 hp. This engine proves how much potential was still available for the asking.

the rear. Hankook tires capture that pavement with 225/40s doing the steering and 275/40s leaving their footprints behind.

We first saw this iconic Chevy peacefully idling in 90-degree temperatures

A modern interpretation of the classic five-spoke mag (and tires to go with them) makes this Chevy a formative pavement eater. Those mags are also the perfect picture frame for showing off the drilled disc brakes up front.

during a typical (read horrible) Atlanta rush hour. The windows were up, and the melodic idle of the big-inch 409 broke the boredom with ease.

Daryl drives his Impala every chance he gets. The mild southern winters

mean almost every day is a possible candidate. Each time he starts this Chevy, Daryl offers a nod to Lamar Walden for the pleasure and the privilege of their relationship. One that ended too soon, but will be remembered forever.

PPNDigital.com 91

Tech TALK

Wheel Woes No More

A quick and accurate way to determine proper wheel sizing Words | Photos by Cam Benty

Installed and ready to measure, the WheelFit does a great job of determining the optimum wheel sizing for your vehicle by allowing adjustment of the wheel offset to avoid tire conflicts with suspension and bodywork.

D

etermining the perfectly sized wheels and tires for any vehicle can be a challenge. But, for car builders, where custom bodywork and suspension changes can come into play, it’s a downright black art. After all, we all want the largest wheels and tires possible for the biggest footprint — but can’t stand when they rub the fenderwells and other suspension parts.

For our 1971 Pontiac Firebird, the issue became that much more challenging due to the installation of the Heidts front subframe and Independent Rear Suspension (IRS). The IRS places the brake calipers inboard, far away from any wheel conflicts — or so we thought. For certain, we needed some way to properly measure the opening to determine proper wheel width and offset along with tracking tire interference.

So, Scott Blair offered up his innovative WheelFit product that takes the guesswork out of wheel sizing. The 92 Power & Performance News / Vol. 8, No. 1

With any proper wheel fitment, the tires should be contained in the upper edge of the fender well. Here, we noted that fact by placing a straight edge on the face of the tire and checking it against the fenderwell.

The WheelFit attaches to the tire with clamps that grip the tire bead. These large washers surround the adjustment screw that can be tightened to grip the tire bead. This photo shows the tire-gripping system and the adjustment for the wheel width (series of holes on upright that connects to the center hub section).

WheelFit works with 4-, 5-, 6-, and 8-lug wheels and expands to handle 14to 28-inch wide tire beads and wheels measuring 6.5 to 16-inches in diameter.

For anyone not versed in wheel /tire dimensions, that should cover just about any street application used today.

A key ingredient to our test is the fact it requires a tire to hold the WheelFit device in place. The WheelFit measuring device is inserted into the tire and then bolted to the hub. The tire can then be moved inward or pulled out to the outer section of the wheelwell. For front tires, you can rotate the tire through its various steering angle to check for conflicts.

The install

We watched the YouTube online video (a DVD is also supplied) to understand fully how the WheelFit is installed. The first time we installed the device, it took two people to hold the various sections in place. After a couple of times, our competency increased and the tool be-

came much easier to install.

Our first test was to install a Pirelli P255/40-20 tire in the rear section of the Firebird. Our version of the WheelFit maxes out at 20 inches, perfect for this install. The same device can be used for as small as 14-inch wheels without issue. The bolt circle system is genius for its adaptability to a wide range of bolt circles.

It should be noted the WheelFit will not support your vehicle, so when measuring the tire/wheel sizing, both the vehicle and the suspension must be supported. For this reason we needed two floor jacks, along with a jack stand to support the car, just in case. Note that when jacking up the suspension to give the proper suspension angles, not to lift the vehicle off the ground. The perfect set up is to have the tire touching the ground with slight friction to simulate on-road placement.

Source: WheelFit, wheelfit.com

Upgrade your GM LS-Series Crate Engine Direct Fit and StreetMax™ Cams

Designed for LS Engines, our PowerMaxLS™ Cams optimize potential torque and horsepower, while maintaining driveability for the street/strip performance enthusiast. Upgrading your LS Crate engine is easy with a Direct Fit Cam bolted right into your motor.

More aggressive profiles are available with Crane’s StreetMax™ Series.

To upgrade to this high performance level, a Crane Valve Spring Kit is required for additional spring travel and tension (Part #144317-1). These springs are an easy installation with our “on engine” replacement spring tools (Part #99472-1 and #99473-1).

Scan for More Info

—Significant horsepower and Torque Gains —Dyno Dyno Proven to Optimize RPM Potential

Sales and Technical Support 866.388.5120 | cranecams.com 0133a

!

EDEWation T c VOST NPubli BEt Rod

ee Str

Celebrating The Rodding Lifestyle • Car Builds & Profiles • Event Coverage • Interviews & Tours

• “How-To” Tech • Product Reviews

* And Much More

Todd Ryden Editor

Get It For FREE @ streetrodlife.com!

PPNDigital.com 93

Tech TALK

How To Put The Storm In A Supercharger Words/Photos Ben Mozart

T

orqStorm’s co-founder, Chris Brooker, has a background in tool and die making, a talent for complex engineering calculations, and an abiding fondness for superchargers. In discussion, he reveals several surprising details.

Predictably, in the tool and die profession, thoroughness is foremost.

When Brooker and partner Scott Oshinski designed their initial prototype supercharger five years ago, they tested them for more than two years before releasing their new centrifugal design for sale. During this time, they searched for a specialty oil company to address particular lubrication requirements, but curiously, only Royal Purple seemed amenable. Today, it is the only oil they use.

The prospect of combining a separate oiling system for the supercharger was essential from the earliest design stage.

Brooker was adamant the product should be covered by a lifetime warranty, and rumors had percolated about the fate of road racing cars running superchargers lubricated by the engine oiling system and their tendency to overheat.

“Without a separate lubrication system dedicated to the supercharger,” says Brooker, “I feared oil temperatures might escalate under severe racing conditions.”

Now three years into its life, the central provisions of this supercharger is its blend of billet aluminum construction and its ability to produce about 40 percent power increase over base with 7

94 Power & Performance News / Vol. 8, No. 1

psi of boost pressure. But, it is the rampant power it generates barely off idle that’s so compelling.

With its turbo-inspired compressor wheel, it commonly builds boost as early as 1,800 rpm and continues with gusto till 6,500. Of note, the TorqStorm is chiefly devised for stock to mildly tuned engines and has the capacity to flow sufficient air to support 700-plus horsepower.

While considering its firepower, it’s also worth contemplating its transmission mechanism. Power is transmitted from an 8-inch crank pulley to a 3.25-

inch gearbox pulley through an eightrib serpentine belt. Inside the gearbox, a large diameter straight-cut gear meshes directly with a smaller gear. The small gear, reminiscent of a pinion gear and through a shaft, spins the compressor wheel to speeds in excess of 70,000 rpm. The internal ratio between the two straight-cut gears is 4.45:1.

Actually, the formula for calculating compressor wheel rpm is simple and can be explained as follows: Divide the crankshaft pulley diameter by the gearbox pulley diameter. Then, multiply the answer by the maximum engine revs.

Compressor wheels comprise eight main blades with a shorter splitter blade between each. The complex profile of the compressor wheel fits the inlet port of the compressor cover precisely. The axial and radial clearances between blades and the cover in which the wheel rotates are 0.021inch to 0.023-inch.

To increase durability, this supercharger has a dedicated, self-contained oiling system and runs ceramic ball bearings. Four in number and made of silicon nitride, ceramic bearings are smoother, harder, and lighter than their steel counterparts.

During manufacturing, each compressor wheel, shaft, and retaining nut is balanced as an assembly to 0.3g-mm and marked by a vertical blue line. Later in the build, the alignment is repeated — if not, the balance will be lost.

For strength, TorqStorm uses tool steel straightcut pulley gear assemblies, which are hobbed, precision-ground, and balanced. Made in two parts, the shafts are frozen in liquid nitrogen, then inserted into the gear wheel.

This unassuming billet of 7075 aluminum is the compressor wheel blank, which plays a pivotal role. Each component is blueprinted, hence the number 89 that identifies its entity, and its subsequent many dimensional details are recorded.

The tolerance in distance between these two shaft centers is held to .0002-inch. Note the inner perimeter O-ring, which seals the gearbox housing to the cover.

Emphasis is focused on cleanly engaging the cover on the two dowels — one positioned at each end — lubricating the seal, and ensuring the cover is located with care. A 3.2500-inch eight-rib pulley will eventually be installed on the protruding pulley shaft.

To prevent binding in the bearings, the gearbox cover bolts are tightened to the housing in correct sequence. Also, clamping pressure and correct bearing settings are achieved by the final torque wrench setting: 8 ft/lb.

When connecting the supercharger cover to the main body, the chief advantage of employing a V-band is convenience. Whether the outlet port is directing its pressurized charge to a carburetor, throttle body, or intercooler, the V-band provides infinite radial adjustment.

Finally, multiply this result by the internal gearbox ratio, and the result is 71,200 rpm. The equation is thus: 8/3.25 = 2.46 x 6,500 = 16,000 x 4.45 = 71,200 rpm High revolutions of this order bring into question bearing reliability. For that reason, this manufacturer uses ceramic bearings made of solid silicone nitride. Despite being substantially

more expensive than steel ball bearings, they are lighter and more rigid. They also run faster and cooler, operate in temperatures up to 1,800 degrees Fahrenheit, and do so with reduced noise and vibration.

When asked about the hottest areas of current inquiries, TorqStorm’s Rick Lewis tells us interest from the auto-

cross community continues to grow. No surprise there, for the supercharger is ideally suited for the purpose.

One of the most successful designs of the era, each unit is hand built, diligently inspected, and finished in natural alloy, black anodized, or micro-polished.

Sources: TorqStorm, torqstorm.com; Royal Purple, royalpurpleconsumer.com.

PPNDigital.com 95

Tech TALK

What’s New?

SPR Rockers allow more lift for LS engines Words Brandon Flannery

L

imits are being pushed as the LS platform gains popularity in the performance world. One area that’s currently maxed out when increasing power lies in the rocker arm, and COMP Cams has created an affordable solution. Their new SPR Radius Tip Rocker Arms accommodate highlift camshafts well over .600-inch (up to .800-inch) by centering the rocker tip over the valve stem throughout the sweep, reducing stress.

Though a robust valve train system, stock LS rocker arms reach their limit as lift approaches .600-inch. By design, their geometry moves the rocker tip from one side of the valve stem to the other, and nearly falls off the edge with radical lift.

When the valve is closed, the rear

96 Power & Performance News / Vol. 8, No. 1

portion of the rocker tip sits .114-inch from the centerline of the valve stem and then ends up .097-inch from the centerline at stock lift, and nearly on its nose. This means the OEM’s contact point within the tip travels a total of .211-inch across the valve surface at the stock lift of .496-inch (See figure 1.1) Concernedly, at max stock lift, the rocker tip is on the outermost edge of the valve stem while under full spring load.

This increases stress. Given enough abuse, with rpm or increased spring pressure, it will begin to mushroom over and can even crack the tip of the rocker arm. Increasing lift above .600-inch tilts the OEM arm further downward and off the load-bearing contact point of the rocker tip. Not good.

By modifying the geometry and ra-

diusing the slider tip, COMP was able to create an optimized “foot” that stays closer to the centerline of the valve. In fact, total sweep has been reduced by 400 percent. This creates a solid connection (with excellent surface load distribution) throughout the entire range of the valve motion.

On a closed valve, the tip of the new SPR is only .045-inch from the stem’s centerline. As the valve reaches the stock lift of .496-inch, the SPR’s tip is applying forces nearly perpendicular to the center of the valve, with a generous portion squarely on the stem of a scant .015-inch off center. The result is a stronger, more secure “push” on the valve with increased contact area in the strongest part of the stem and plenty of room for more lift. (see figure 2.1)

FIGURE 1.1- The tip of the factory LS rocker arm sweeps all the way across the valve stem, ending up on the very edge at full stock lift. Increasing lift above .600-inch isn’t recommended.

In addition to increasing sweep, the SPRs are stiffer than the baseline OEM rocker design. Using the latest engineering software and Finite Element Analysis (FEA), COMP engineers were able to identify and improve stress

FIGURE 2.1- Rocker arm tip sweep is reduced 400 percent with the SPR, centering the contact pad very close to the center of the valve. At full lift, the tip is firmly planted for maximum strength.

points and weak areas. Optimizing the design also resulted in a 45 percent increase in stiffness over the OEM and a 7.5 percent increase in Moment of Inertia (MOI), allowing the valve to accelerate off the seat faster.

Design improvements include a radiused and reinforced top area that eliminates a stress point and increases stiffness by 26.3 percent for the LS1 and 49 percent for the LS3. In doing that, they also reduced material near the bridge

FIGURE 3.1- Profile comparisons to the OEM rocker (top) show structure and geometry revisions for increased strength and rigidity in the SPR rocker (bottom).

PPNDigital.com 97

that contributed to such a slight increase in MOI. An I-beam design was used for lateral stability and reinforced with two “bar” structures in the webbing. (See Figure 3.1) Instead of a solid cast design, the FEA process allows a tighter design around what basically amounts to a roll cage-type structure that’s fortified with webbed panels.

This allows a stronger, yet leaner and lighter design. Each purposely placed raised or recessed area was tested and proven to contribute to overall strength and stability.

For additional robustness, the slider tips are CNC profile-ground and then “nitrided” to reduce friction. This means the new slider tip’s surface is given an extremely high surface finish with a CNC grinder and then pummeled with pins of nitrogen.

This strengthens the surface by creating a web of “dimples,” like shot peening but on a much smaller, almost microscopic scale.

The ability to accommodate more lift also comes from increasing the ratio. The OEM lifter and rocker assemblies have a 1.7 ratio, and the SPRs increased to 1.77.

This enables the rocker arm to open the valve a little more with the same amount of cam lift.

Adding sweep and alignment through revised geometry keeps the tip centered while the redesigned rear portion eliminates “bend points” and disburses stress into the body.

The colored diagram (Figure 4.1) shows the stress levels on each arm with a 1500-pound load at .300-inch lift. Dark blue indicates the lowest stress level areas, with yellow and red denoting very high.

One can see where the FEA-developed improvements were made. The maximum stress in the rocker arm was also reduced from 141,260 psi on the OEM to 109,120 psi on the SPR.

What does this mean for the racer?

FIGURE 4.1 - SPR vs. OEM — Maximum stress level was reduced from 141,260 psi on the OEM (bottom 2) to 109,120 psi on the SPR (top 2). Using FEA helped create a redesigned structure that was both lighter and stronger.

Racers can now push their performance levels by using higher cam lift and stronger springs. Better still, they are a direct bolt-on to OEM trunnion stands for LS1 and LS3 engines and are available with assembled needle bearing or bushed trunnions. LS1 rockers feature a 1.77 straight ratio, while LS3 versions are 1.77 offset and virtually interchangeable with stock ratios, due to their dynamics and less loft.

Source: COMP Cams; compcams.com

98 Power & Performance News / Vol. 8, No. 1

2 TON CAPACITY FOLDABLE SHOP CRANE ITEM 69514/60388 shown

• Includes Ram, Hook and Chain

Customer Rating

SUPER COUPON

$17999

$

SAVE $120

21999

comp at

# 1 SELLING

MECHANIC'S GLOVES

SIZE MED LG X-LG

$299.99

$9.98

comp at

SAVE $130

SUPER COUPON 4 PIECE 1" x 15 FT. RATCHETING TIE DOWNS

$119

11

99comp at $34.95

LIMIT 8 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

SUPER COUPON AUTOMATIC BATTERY FLOAT CHARGER

99

Customer Rating

LIMIT 6 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

$59 79 $198.45 comp at

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

SUPER COUPON 1500 WATT DUAL TEMPERATURE HEAT GUN (572°/1112°) SAVE

MOVER'S DOLLY

SUPER COUPON

$799

68%

ITEM 60497/93888 shown 61899/62399/63095/63096 63098/63097

SAVE 59% Customer Rating

9

$ 99

comp at

$19.97

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

SUPER COUPON

Customer Rating

$52999

$

59999 comp at

SUPER COUPON

$

12

comp at

99 $28.83

$8

99

ITEM 62340 62546/63104 96289 shown Customer Rating Cu

LIMIT 7 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

700+ Stores Nationwide

$999

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

SUPER COUPON

SAVE 1000

$

SUPER COUPON

ITEM 61656

Customer Rating

$

$99999

119999 $1999.99

comp at

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be • Tall drawers feature 2 pairs of ball-bearing slides to support up to 80 lbs. per drawer presented. Valid through 7/13/17. Limit one coupon per customer per day. • Two locks allows you to lock each bank of drawers independently

SUPER COUPON Customer Rating

SAVE $210

SUPER COUPON

VEHICLE POSITIONING 2.5 HP, 21 GALLON, 125 PSI VERTICAL WHEEL DOLLY Customer Rating AIR COMPRESSOR ITEM 62234/67287 61917 shown

SAVE $138 SUPER COUPON 99 $ 99

SUPER COUPON

• 1000 lb. capacity

ITEM 68530/69671/63086/63085 shown ITEM 68525/69677/63087/63088 CALIFORNIA ONLY

Wheel kit and battery sold separately.

ITEM 93897 shown 69265/62344

$4

8

$249.99

RETRACTABLE AIR HOSE REEL WITH 3/8" x 50 FT. HOSE

99

comp at $ 99 $34.99

139

comp at

99

SUPER COUPON

SUPER COUPON Customer Rating

$

LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

ITEM 69594/69955 42292 shown

SAVE 85%

Customer Rating

SUPER COUPON

$

SAVE SAVE$$469 469

72", 18 DRAWER INDUSTRIAL QUALITY ROLLER CABINET

SUPER COUPON

$699

VALUE LIMIT 1 - Cannot be used with other discount, coupon or prior purchase. Coupon good at our stores, HarborFreight.com or by calling 800-423-2567. Offer good while supplies last. Shipping & Handling charges may apply if not picked up in-store. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one FREE GIFT coupon per customer per day.

BEST BUY WINNER 3 YEARS IN A ROW

ITEM 63056/63057/60405/63094 63150/61524/62322/90984 shown

SAVE 80%

6

$ 99

8-13 HRS. RUN-TIME 420 CC ENGINE 76 dB SUPER QUIET ELECTRIC START

LIMIT 9 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

Customer Rating

ITEM 69030 69031 shown

8750 PEAK/7000 RUNNING WATTS 13 HP GENERATOR

• Weighs 99 lbs.

Customer Rating

ANY PURCHASE

1" x 25 FT. TAPE MEASURE

SUPER COUPON

AMERICA'S BEST GENERATOR

JACKS IN AMERICA

ITEM 60678 shown 68050/62310

SAVE 60%

$399 $599

WITH

Limit 1 coupon per customer per day. Save 20% on any 1 item purchased. *Cannot be used with other discount, coupon or any of the following items or brands: Inside Track Club membership, Extended Service Plan, gift card, open box item, 3 day Parking Lot Sale item, compressors, floor jacks, saw mills, storage cabinets, chests or carts, trailers, trenchers, welders, Admiral, Bauer, CoverPro, Daytona, Earthquake, Hercules, Jupiter, Lynxx, Poulan, Predator, StormCat, Tailgator, Viking, Vulcan. Not valid on prior purchases. Non-transferable. Original coupon must be presented. Valid through 7/13/17.

RAPID PUMP® 2 TON LOW PROFILE LONG REACH HEAVY DUTY STEEL FLOOR JACK

Item 62429 shown

FREE

SUPER COUPON

ITEM 62434/62426 62433/62428 62432/62429

YOUR CHOICE

20% OFF ANY SINGLE ITEM

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

SUPER COUPON

SUPER COUPON

SUPER COUPON

SUPER COUPON

ITEM 69091/61454 61693/62803 67847 shown

SUPER COUPON

$

• 1250 lb. capacity

$6999

SAVE $296 $

8999 $279.99

comp at

LIMIT 5 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

SAVE 48%

ITEM 69505/62418/ Customer Rating

SAVE 66% SUPER COUPON

8

$ 99

17999 $446.61

comp at

SUPER COUPON

G BLANKET 72" x 80" MOVIN6653 7 shown

$5

$14999

LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

SUPER COUPON

99

SUPER COUPON

3 TON HEAVY DUTY STEEL JACK STANDS SUPER COUPON

$17

99

comp at

$

$17.97

reight.com or by calling our stores or HarborF t or coupon or prior LIMIT 8 - Good at used with other discoune with original receipt.

800-423-2567. Cannot be from original purchas be purchases after 30 days last. Non-transferable. Original coupon must day.

Offer good while supplies7/13/17. Limit one coupon per customer per presented. Valid through

2199

ITEM 61196 69597 62392 38846 shown

Customer Rating

comp at

$34.99

LIMIT 4 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount or coupon or prior purchases after 30 days from original purchase with original receipt.

Offer good while supplies last. Non-transferable. Original coupon must be presented. Valid through 7/13/17. Limit one coupon per customer per day.

• HarborFreight.com • 800-423-2567

At Harbor Freight Tools, the “comp at” price means that the same item or a similar functioning item was advertised for sale at or above the "comp at" price by another retailer in the U.S. within the past 180 days. Prices advertised by others may vary by location.

No other meaning of "comp at" should be implied. For more information, go to HarborFreight.com or see store associate.

PPNDigital.com 99

A rolling Superbird test lab Words Cam Benty | Photos Matt Hawkins

100 Power & Performance News / Vol. 8, No. 1

W

hen most muscle car fans think about 1970 Superbirds, they envision a wild, winged machine taking on the high banks at Talladega or Daytona. These cool cars were the pinnacle of the muscle car era with high compression engines and outrageous aerodynamics. Powered by at the very least a 440c.i. four-barrel Commando Mopar engine, Superbirds were as close to a NASCAR high bank-ready machine as you could purchase from the showroom.

But, the story behind this classic Superbird is quite the opposite of that mindset — a car built to not only test the “carbon footprint” of these massive machines back in 1972, but to provide data on other sources of emissions, including jet aircraft. This mobile collection lab was to help kill off not

only leaded fuel, but point the finger at other common pollutants as subtle as brake dust and tire rubber. Come to the Barrett-Jackson auction April 6-8 in Palm Beach, Florida; it looks to change hands once again.

Legendary NASCAR builder Ray Nichols’ involvement

This 1970 Superbird started life simply, purchased new by Richard Kaminsky, who owned and enjoyed the Alpine White Bird for a few years before selling it to legendary NASCAR race car builder Ray Nichols. Ray had moved out of the NASCAR fold and began building his own vehicles for special purposes. The Superbird purchase followed the EPA’s acceptance of his bid to create a rolling test unit to collect emissions data.

PPNDigital.com 101

This Plymouth Superbird sports the factory delivered 440c.i. Commando engine with the 4-barrel carburetion. Unique to this vehicle is a modified electrical system. Note the position of these twin alternators.

The exhaust system was modified with extended tail pipe tubing to avoid exhaust fumes from being drawn back into the vehicle and test equipment.

While the interior has been restored to stock appearances, in terms of basic instrumentation, there are additional gauges and an elaborate radio system to help maintain contact with, among other things, the pilots of the jet aircraft being assessed by the super fast ‘bird.

Nichols’ team was to outfit the car with a wide assortment of test equipment and painted the exterior of the car (not the under hood, trunk, or door jambs) with an Ice Blue Poly color, a Mopar color offered at the time, but not on Superbird models. Key modifications to the car included the addition of a roll cage, bucket seats in place of the bench unit, a fuel cell, charger quick flip gas cap, extending the twin exhaust tips out the back, and an elaborate modification of the electrical system.

The modifications also included an on-board air suspension system you could control from inside of the vehicle for raising the rear end, thus dropping the nose cone and keeping the car from flipping over from Jet Aircraft turbulence. In the event a fire broke out from the extensive electronics, an on-board fire suppression system was installed on the rear equipment shelf. A two-way 102 Power & Performance News / Vol. 8, No. 1

aircraft radio would keep John Moran (the EPA’s designated driver), in touch with the aircraft tower so he would know when to give chase for jet emissions sampling.

Get the lead out

Nichols’ internal changes to the car included the addition of three more batteries, which mounted where the rear seat originally resided, and powered up not only the standard car charging system, but a power inverter to run 110V A/C current for the Anderson air sampler pump. In total, the car featured four batteries, two alternators, and two complete separate charging systems — just for starters. An elaborate ducting system allowed for gathering exhaust, tire debris, and brake pad dust pollution from outside of the car and drafting them to a collection point inside the trunk, where the effects could

be reviewed in the lab after testing was complete.

From March 1972 through October 1973, the EPA used the car in South Carolina for testing. The findings? That cars — especially muscle cars — are horrific polluters, and leaded fuel is at the core of the offense. If there can be a finger pointed at one vehicular culprit in the pollution standards blame game, this Superbird proved to be Darth Vader in Ice Blue Poly.

Mothballs

Like most government projects, once their time has passed, they are stockpiled like cordwood and forgotten. So was the case with this Superbird, which sat in the back lot of the South Carolina facility until 1979, when it was finally auctioned off. Listed along with lots of other scientific “junk” as simply a “Chrysler car,” it was purchased for

The rear seat was removed and a battery box containing three additional batteries installed. A full fire suppression system was added with carefully placed nozzles in the interior of the vehicle.

$500 by local North Carolina resident Wilbur Walker — the only bidder for the cool Plymouth.

Excited about the purchase, Walker got the muscle car running again and drove it for some time with limited knowledge he received from the EPA, basically that it was a test vehicle from earlier in the decade. In the glove box, he would find the original EPA gas re-

So, you thought the high Superbird wing was only good for aerodynamics. Note the placement of this air sampler.

ceipts verifying the car’s history, along with a Nichols Engineering plaque mounted to the dash and EPA Inventory sticker. Over the next several years, Walker would put the car back to a stock bench seat Superbird and have it repainted back to original Alpine White.

At one point, Walker decided he would sell the car and proceeded to

send out 35 letters to the muscle car community alerting them about the sale of the vehicle. After a brief bidding war, the car was purchased by the current owner, who researched and restored the car back to its original EPA test configuration.

This is a truly significant car in the history of the American automobile. It is well documented in plenty of original articles, including one that ran in Car & Driver Magazine back in 1972. While the long-term significance of the car is plenty interesting, today’s muscle cars are better and more powerful for lessons learned here.

The original gas tank was removed and a fuel cell installed in the trunk. The air pump at left is connected to the collection tank in the center. It may look like a Superbird on the outside, but it’s a rolling lab for the EPA. PPNDigital.com 103

Tech TALK

Walk the Walk

‘Week To Wicked’ C10 lives up to name with new FAST intake manifold Words/Photos Brandon Flannery

T

he evolution of a better intake manifold has been at the forefront of performance since the days of hopped-up flivvers. Year after year, technology inspires another wave of “ground-breaking” intakes, and just when you think it’s all been done, the folks at FAST come ashore with the LSXrt Race Plenum system.

104 Power & Performance News / Vol. 8, No. 1

The LSXr manifold broke new ground as a composite two-piece unit for LS3-style engines with adjustable runner configurations. The removable top exposes a set of removable runners that come in three lengths to tune for ideal RPM ranges.

Once the FAST engineers had created their three runner designs, the short-

est set proved to make the most power, though it did move the peak up the tachometer and come at the expense of low-end torque. This “Race Runner” set enabled a 30-percent gain in power and is perfect for racers who stay in the higher RPMs. The ability to remove the top offered an opportunity for engineers to create

The folks at MAST Motorsports built the 427c.i. around an LS7 block with their LS3 heads. The FAST LSXrt manifold and 102mm Big Mouth throttle body, fed with a trick universal filter kit from Air Raid, helped the engine put out 700 hp on the dyno.

Simply swapping FAST’s LSXr intake manifold top for the taller LSXrt version bumped power by 21.8 hp and added 1.6 lb-ft of torque.

the LSXrt, or “raised top” as it’s unofficially known. This was created as an option for truck owners, since the truck serpentine belt system sits higher than that of the car, and right in the way of the throttle body. The solution? Raise the roof! The entire plenum was designed taller, moving the throttle body up in the process.

With the air stream raised and more volume in the plenum, dyno-testing engineers were surprised to see an instant

Since an LS doesn’t use a distributor, a FAST EZ-LS controller was added to the mix. It connects with a simple CAN cable to the XFI-Sportsman and TCI controller.

horsepower gain by simply switching tops. Further testing of the interchangeable runner system showed the medium-length “High HP” runners made the most robust gains in power, though in the upper RPM range and without sacrificing low-end torque. The package was named the “Race Plenum.”

While in-house testing is always helpful, nothing beats real-world results, and one of the earliest new Race Plenum manifolds was shipped to

MAST Motorsports. MAST was in the middle of building an LS7 with LS3 heads for the Classic Trucks Magazine “Week to Wicked” project C10.

FAST sent Matt Maxwell out to assist with tuning the Sportsman XFI system and real-time testing that included making pulls with the regular car top and then the raised top. The result? A gain of 20 horsepower, without touching anything else. We asked Matt for the specifics: PPNDigital.com 105

Brothers Trucks supplied the factory interior kit and factory Blazer console. Matching ProCar seats are from Scat and the dash was left stock, right down to the radio.

The CPP bed shortening kit had everything but the tools and labor needed to remove 20 inches from the frame and splice it back together using factory holes and a reinforced inner plate.

The CPP suspension package also included their HydroStop master cylinder to put the whoa on the 12- and 13-inch disc brakes.

The factory dash was upgraded with a Dakota Digital package featuring back-lit LED dials and a digital readout screen in the speedo and tach.

“MAST has a state-of-the-art facility, and the guys were very easy to get along with. They typically use their own in-house EFI system on most of the engines they build. They were a little concerned about breaking the engine in with our FAST Sportsman XFI fuel management and EZ-LS ignition system, since they had never used one.

We started with a base tune, and luckily, the guys at MAST had a good idea of where similar engines like to be on air/ fuel ratio and ignition timing. We had the engine ready to do the break-in procedure within about 10 minutes. After about 20 minutes of break-in, we were ready to start making some dyno pulls.

From there, we dialed in the fuel map to find the best horsepower, then finished up with finding the ignition timing that also provided the best power.

The engine made 681.5 hp at 6,600 rpm and 601.9 lb-ft torque at 5,100 rpm with the car top on the LSXr intake.

Then, we swapped it out for the LSXrt top, and power jumped to 703.3 hp at 6,800 rpm and 603.5 lb-ft at 5,400 rpm.

The guys at MAST, and myself, were 106 Power & Performance News / Vol. 8, No. 1

very impressed by the gains in horsepower the LSXrt top provided, but more importantly, no torque was lost.”

With a solid 700 hp on the dyno slip, the engine went out to California to be installed in the Chevy C10. The Classic Trucks “Week to Wicked” project turns a stock or restored vehicle into an updated version of itself in a week to make a SEMA appearance. For the 2016 event, they started with a C20 longbed and, with the help of a “shortening kit” from sponsor CPP, they turned it into a corner-carving short fleetside.

We had a chance to drive it around, and even though the actual power probably lost a few ponies with the exhaust manifolds instead of the dyno headers, power was strong. MAST hand-builds great engines, and this one had no problem propelling the Chevy into ticket speeds at will. Pedal-to-thefloor offline torque and pull was strong, and just about the time you started nodding your head “yes” it really woke up and pulled seamlessly to the redline without being peaky. It’s a smooth transition that just steadily ate more road

until you let off.

The CPP suspension features a full coilover conversion with Viking adjustable dampeners and fat sway bars.

Handling and tracking are now a far cry from the farm truck ethics of the past, and more in line with an autocrossing ‘69 Camaro. The Scat bucket seats and factory Blazer console keep you firmly in place, and the CPP disc brakes bring everything to a halt with a quickness without any fuss. We were able to spend a full day with the truck and really settle into its essence. It was a blast from stoplights, it powered through the curvy two-lanes like a cat, and the “60-to-90 passing game” was ridiculous when the engine downshifted the 4L80E and grabbed some rpm.

If you have the room, and are the kind of person who likes getting pushed back in the seat among the growl of high RPM, the LSXrt is an easy way to add even more power to your LS. Dyno results, real world driving -- it talks the talk and walks the walk.

Source: FAST, fuelairsparktechnology.com

Put to the theTEST TEST Putitit to Put it to the TEST

SPONSORED BY SPONSORED BY

RHS

POWERHOUSE PRODUCTS LS ENGINE MAIN CAP PULLER RHS

The LS Engine Main Cap Puller (Part # 549106) is specifically designed to fit LS engines. This sturdy tool makes removing the doweled main AMain popular upgrade allow liftswift ordesigned accomThe LS Engine (Part 549106) ismore specifically caps quick, safe,Cap andPuller easy.

Caps#to are removed in one motion and to fitheld LS engines. sturdy tool aggressive makes removing the doweled main modate adamage. more roller camshaft when tightly toThis avoid This eliminates prying, hammering, and capsdamaged quick, safe, andtraditional easy. Caps are removed in one swift motion andis to dowels. using small-block Chevrolet heads held tightly to retrofit avoid damage. and tool them This witheliminates LS-styleprying, valvehammering, springs. This damaged dowels.

GM LS RETROFIT VALVE SPRING SEAT LS ENGINE MAIN CAP PULLER AND GUIDE CUTTER

FEATURES Solid metal construction FEATURES Positive grip lifting lugs Solid metal construction Positive grip lifting lugs

Thick Allen bolt pivot pins handles ThickEasy-to-grip Allen bolt pivot pinsfor great and secure leverage Easy-to-grip handles for great and secure leverage

IN THE FIELD INTHE THE FIELD IN FIELD

will allow customers to machine their cylinder heads for the correct diameter valve spring. Two versions are offered, a 1.340” seat cutter for 0.500” guides and a 1.340” seat cutter for 0.560” guides. The durable carbide cutting tip material ensures precision and accuracy. The cutter requires the use of an arbor pilot, which is available in four different sizes.

FEATURES:

Allow LS-style springs in SBC heads Carbide cutting tip 1.340” seat cutter for 0.500” guide 1.340” seat cutter for 0.560” guide

The seat cutter retrofits LS springs With the use of an arbor pilot, we were able to The carbide tips made short work of our aluminum heads. into earlier heads. These conical use our cordless drill. Since our seats only needsprings will accommodate much ed a cleanup and a little clearancing, we didn’t Sturdy underitthe Sturdy pulling lugs allow proper lifting that doesn’t damage the caps or more lift. handles make locating the puller havelugs to chuck up main in thecap milleasy. or drill press. dowels.

Sturdy handles make locating the puller lugs under the main cap easy.

Sturdy pulling lugs allow proper lifting that doesn’t damage the caps or The cutter BRANDON SAYS: dowels. left the BRANDON We used this on a SAYS: set of LT1 heads, and seats nice It might seem bit pricey, it BRANDON cuts like butter.

We found a set of but and level SAYS: a with enough once you see how well it’s to a conical LS springs It might seem aand bitadapted pricey,them but room to how easy itit’sstock makes set ofmade aluminum heads.

The lift properly once youand seeLT1 how well capabilities topped out around .475” and support the the job, it’s more than worth made and how easy it makes it. wider LS we wanted to run aand camsafely with .525” of the It securely pulls Push down, and they the job, it’s more than worth it. springs. usedcaps the one for the .560” guide main off the dowels withpull straight up. It’s lift. We securely anddown safely pullsand the easy and elim-toItplane Pushthat down, and they the seats smooth outcaps damaging any partswithand inates damage main off thecordless dowels pull straight up. It’s and level using athem quality drill and a holds firmly so they don’t frustration caused by that easy and elimout damaging any parts and proper arbor (not included).

The job was trying to coax them inates damage and drop andfirmly hit the ground.

It’s a Powerhouse Products holds them they(sold don’t up withcaused a hammer BUY ONE: FUNCTION: frustration by or finished up using otherso cutters septime and parts saver.

Scoggin-Dickey tools. to coax them (PRICE $50- $65) COOLNESS: tryingother drop and hit the ground.

It’s a arately) to shorten the valve guide and Jegs up with a hammer or then decrease its diameter to fit the new time and parts Speedway Motors other tools.

Brandon Flannerysaver. is a globe-trottin’ automotive PRICE: ADDITIONAL: To see BUY ONE (PRICE $238.97)Summit Racing seals.photojournalist, Great product, worked well.and certicontent developer,

RHS THMotorsports FUNCTION: Autoplicity.com PRICE: BUYSummit ONE (PRICE $238.97) COOLNESS: RHS THMotorsports FUNCTION: Summit Autoplicity.com COOLNESS:

other product tests, search “PutToitsee to the Test” ADDITIONAL: other@PPNDigital.com. product tests, search “Put it to the Test” @PPNDigital.com.

Brandon Flannery is a living globe-trottin’ automotive fied shop rat now in Hernando, Missisphotojournalist, and certisippi, with acontent herd of developer, projects and a daily-driven fied shop rat nowSebring living inknown Hernando, Missis’73 Satellite as The Blue Goose.

PPNDigital.com 107 sippi, with a herd of projects and a daily-driven PPNDigital.com ’73 Satellite Sebring known as The Blue Goose. 91

Tech TALK

Facing Fuel Dilution

Spotting problems early will prevent bigger engine issues later Words Cindy Bullion

D

id you follow the generations-old rule of cranking your stored vehicle monthly this past winter, or while it was put away for an even longer period? If so, you could be facing fuel dilution issues as you wake

108 Power & Performance News / Vol. 8, No. 1

that vehicle from its hibernation. Yes, grandpa’s advice may have steered you right into a problem situation.

While fuel dilution — the result of engine oil mixing with unburnt fuel in the crankcase — is attributable to

many causes, the effects are always reduced oil viscosity and, thus, performance. Unchecked, fuel dilution can eventually lead to damaged components and engine failure.

Certified Lubrication Specialist Lake

Speed Jr. of Driven Racing Oil explains as little as a 5 percent fuel dilution can lower the viscosity of an SAE 30 grade oil to SAE 20, meaning there is less of an oil film to protect surfaces, the oil is also less stable in high temperatures, and its cleaning properties are compromised. Don’t change that oil sooner than planned and you’re bound to end up with wear, or worse.

He advises fuel dilution of 4 percent or greater warrants immediate action. But, how do you know if your engine oil falls into that category? Oil analysis.

“When you take your vehicle out of storage, it’s not a bad idea to pull a sample,” says Speed, adding you may also detect severe cases of fuel dilution by checking to see if the oil level rose on the dipstick during storage. “Fuel dilution problems can be spotted before the problem becomes severe.”

If you’re unsure about whether to spend the time and bucks — $22 through Driven (PN DR100-21) or around $30 if you pick up a kit from a heavy equipment dealership — on an oil analysis, only to find out there was no fuel dilution issue, Speed recommends using one of Driven’s new Diagnostic Oil Wipes.

The wipes are designed to determine the basicity (TBN) of a small amount of engine oil within one minute. Use the wipe to clean off your dipstick, if the oil does not make the wipe turn pink, then the oil is acidic.

Speed says that means fuel dilution is a possible culprit, and a larger sample should be sent off to a lab for analysis.

Outside of oil analysis results, signs of severe fuel dilution (greater than 4 percent) can include a hard start or rough idle (particularly with a carbureted vehicle), and a drop in oil pressure or power.

“But, if you changed your oil in the fall and left the vehicle alone, the amount of fuel in the oil shouldn’t have increased at all,” Speed says.

Cranking your vehicle’s engine during storage allows fuel to mix with the oil, as colder operating temperatures, fuel system deposits or corrosion, or excessive idling can cause incomplete combustion. Any fuel that

The 63-67 Corvette Parts Source www.licorvette.com

download 63‐67 Parts catalog

Long Island Corvette Supply 1445 Strong Ave S, Copiague NY 1-800-466-6367 800-955-4999 360-254-8850

15209 NE Fourth Plain Road Vancouver, WA 98682

Hellcat Nitrous Plate System Nitrous Plate System Todd Toedtli Wa (360) 254-8850 NitrousExpress.com Or1-888-463-2781 (503) 254-8850

For Hellcat Applications todd@allamericanclassics.com 15209 NE Fourth Plain Road Vancouver, WA 98682

35-200HP jetting Billet Nitrous Plate Billet fuel rail adapter Solenoids integrated into plate Complete bolt on Nitrous System

Round Tube FRameS • Triangulated design for added strength

for 53-82 Corvettes SRIII Round Tube Frame

New, Used & ReproductionStarting Parts at $7,500.

Accepts C4-C5-C6-C7 Vette suspension

Most combinations or custom applications Muscle Cars, Corvettes & Classics

• Excellent ride & handling We Buy Cars & Parts • Uses stock body mount locations • Also available for 3,000 Tri-Five Vehicles Chevys 815-462-4138 for Parts on •20www.sriiimotorsports.com Acres

SRIII MotoRSpoRtS Inc.

Always a Variety of Project Cars in StockPPNDigital.com 109

As little as 5 percent fuel dilution — considered severe — can decrease the viscosity of an SAE 30 oil to SAE 20, reducing the oil’s life and its ability to protect engine components from wear.

Running a few tanks of a fuel additive like Driven Racing Oil’s Carb Defender can clean deposits that promote fuel dilution, and help you determine if a mechanical issue is more likely to blame for the level of dilution present.

110 Power & Performance News / Vol. 8, No. 1

is not vaporized and burned then enters the cylinder, runs down into the crankcase and mixes with the engine oil. This applies especially to engines tuned to deliver a “richer” air-to-fuel ratio.

Additional ways fuel and oil can end up in the same place include blow-by and Exhaust Gas Recirculation (EGR).

“Despite the best efforts of the piston rings to keep 100 percent of the intake charge and combustion gases sealed, some percentage of these gases leak past the rings,” Speed says of blow-by.

With EGR, a process employed to reduce gas emissions, exhaust gases are mixed back into the intake, thus, reintroducing unburnt or partially burnt fuel.

Speed adds that in diesel engines, particulate filters have been observed to increase fuel dilution due to an injection of extra fuel late in the combustion cycle to burn off trapped exhaust soot.

If you find signs of fuel dilution or get it confirmed through oil analysis, there are some simple steps to address the problem — and panicking should not be one, says Speed.

“Both injectors and carburetors are prone to getting deposits that can affect atomization of the fuel, and most modern pump fuel does not have a top tier detergent package to clean the injectors or carburetors,” he says. “This is where using a fuel additive is very helpful. Run a couple of tanks with a premium injector- or carburetor-specific additive, and then take another oil sample. If the fuel dilution is still above average, then it is time for a mechanical inspection of the engine.”

Even if your engine has not fallen prey to fuel dilution during storage, Speed still recommends use of a fuel additive to clean any deposits or corrosion that may have occurred while the vehicle was out of regular operation.

“If you didn’t put in a product like Carb Defender before storing, you can easily get fuel dilution in the Spring,” he says. “The deposits formed through the period of storage can cause fuel dilution as you begin to operate the engine.”

Source: Driven Racing Oil, drivenracingoil. com

PUT MORE

ONLY

IN YOUR LIFE $29.95 % 60 MEMBERSHIP INCLUDES:

Every PPN print magazine Bonus T-shirt, decal pack, and discounts Exclusive Enthusiast Club member giveaways

SAVE

ANNUAL MEMBERSHIP

OFF COVER PRICE

SUBSCRIBE TODAY

WEB

JUDGE Rules

PRINT

RESTO MOD

3

$7.99

PPNDigital.com

36584 30996

PPN2016-2

9

$7.99

PPNDigital.com

36584 30994

PPN2016-1

0

VOL. 7, NO. 1

Address

Shirt size (circle):

City

2XL

❑ Payment enclosed (check or money order only)

3XL

VIDEO

SOCIAL

MASSIVE

TECH SOLUTIONS • MANUAL SHIFTER UPGRADE • HEAD SWAPS FOR POWER • AN LS FOR EVERY BUDGET • EASY BUMP STEER FIXES

LATE MODEL GM TRANS GUIDE

We Welcome

GOT BOOST?

5

SPEED BUYER’S GUIDE

BANDIT

PONTIACS & NASA HOT RODS IN SPACE

PRINT

ACTOR / CAR GUY

LS COOLING SYSTEM SERPENTINE INSTALL QUADRAJET TUNING

OVERHAULIN ’S FINAL BUILD

KRIDER RACING AL Z06 OPTIMA INVITATION

ZAHN

HOW TO

CHIP FOOSE

❑ 1 year membership (4 issues, T-shirt, decals & more): $29.95 ❑ 2 year membership (8 issues, T-shirt, decals & more): $54.95 XL

STEVE

WEB

SOCIAL

VIDEO

Name

L

RACE ON SUNDAY, SELL ON MONDAY

THIS GTO IS A KEEPER

WEB

SIGN ME UP:

M

SOCIAL

SHELBY SKUNKWORKS TOUR

SAVE BIG S

VIDEO

THE

DREAM ’STANG SPLITR: RINGBROS

0

JOIN NOW TO

PRINT

VOL. 7, NO. 2

Get every issue of Power & Performance News delivered right to your door by joining our Enthusiast Club. As if you needed another reason, your annual membership also includes a free custom Power & Performance News T-shirt, decal pack, exclusive club giveaways, member discounts, and so much more. Become a member of the Power & Performance News Enthusiast Club at this special price before this offer hits the highway forever.

CONFESSIONS OF A CANNONBALL RACER

SPEED READING COOL PARTS AND MORE

VOL. 6, NO. 2

0

36584 26583

PPN2015-2

2

AARON KAUFMAN

PUBLICATION OF XCELERATION MEDIA

FAST N’ BEARDED

PPNDigital.com

DYNO TESTS SUPERCHARGERS, TURBOS

PPNDigital.com 1

ENGINE LEGEND KEITH DORTON

MATERIAL METALLUR GY CAMSHAFTS & CRANKSHA PPNDigital.com 1 FTS

(please print)

State

Zip

Phone

Check #: To pay by credit card and for faster service, subscribe online:

PowerPerformanceNews.com/club

Email Complete bottom, clip, and mail to Xceleration Media, P.O. Box 181332, Memphis, TN 38181 Questions? Call 901.260.5910 PPNDigital.com 111

Parting Shot Back in 1965, you could purchase a GT350 for the same price as a new Corvette. For performance fans, this car lit the candle to an amazing era, a race-ready piece of Americana. In reality, Carroll Shelby was forced to build the GT350 Shelby in order to get backing from Ford for his Cobra program.

If you happened to have purchased one of these back then and hung on to the classic, you’ve had an amazing return on your investment.

Photo courtesy of Ford Motor Company 112  Power & Performance News / Vol. 8, No. 1

AMERICAN-MADE

GM LS Oil Pumps GEN III OIL PUMPS M295, M295HV, 10295, 10296 GEN IV OIL PUMPS M355, M365, 10355

Our pumps are designed, engineered, and manufactured in the USA. Visit YOUTUBE.COM/

MELLINGENGINEPARTS

to see tech tip videos about GM LS products and more.

2620 Saradan Dr. | Jackson, MI 49202 800-777-8172 | melling.com PPNDigital.com 113

Engineered for professionals Beloved by backyard bodymen

3M products deliver professional results to car enthusiasts. Products like our Platinum™ Select ller and Blue Abrasives save you time and energy.

3M™ Platinum™ Select

3M™ Blue abrasives

More at: 3MCollision.com/Select

More at: 3MCollision.com/BlueAbrasives

A body filler that delivers a finer finish and 99% fewer pinholes.

The best Stikit™ abrasives available for pros and enhusiasts alike.

114 Power2017 & Performance News / Vol. No. 1 reserved. 3M, Stikit, and Platinum are trademarks of 3M Company.

Copyright 3M Company.

All8,rights