COYOTE CAM SWAP FOR 5.0 MUSTANG GT
440
COOL CARS! HOT PARTS!
WHAT’S NEW IN THE WORLD OF HIGH PERFORMANCE
MODERN MUSCLE
UPGRADES
LS RACE BLOCK
TECH REVIEW
WATERBORNE PAINTS MSD POWER GRID: WHAT YOU NEED TO KNOW SHOCKING BREAKTHROUGH
T H E A B S O L U T E L E A D E R I N V A LV E T R A I N T E C H N O L O G Y
SHE’S GOT PERFECT CURVES AND TURNS HEADS EVERYWHERE SHE GOES
NOW IF ONLY YOUR WIFE SOUNDED THIS GOOD
Make your dream car sound every bit as good as it looks with the aggressive, high performance idle of a Thumpr™ Camshaft from COMP Cams®.
C A M H E L P ™ 1 . 8 0 0 . 9 9 9 . 0 8 5 3 • W W W. C O M P C A M S . C O M / T H U M P R
8719z
With the perfect combination of early intake valve opening, long exhaust duration and a generous amount of overlap, Thumpr™ Cams from COMP Cams® maximize your engine’s nasty-idling characteristics without negatively impacting street driving manners. Without question, the Thumpr™ Cams are in a class of their own when it comes to serious seat of the pants performance and aggressive idle. With a Thumpr™ Cam, people will notice your dream car before it even turns the corner, because nothing turns heads like a pounding, hard-hitting exhaust note. After all, the hot rod you always dreamed about owning sounded and performed as good as it looked.
Aluminum SBC Heads That Stand Above The Crowd LATEST DESIGN UPDATES, BOLT-ON QUALITY & UNRIVALED DURABILITY... NOBODY BEATS RHS®
Don’t Buy An Assembled Cylinder Head Before Asking This Question:
The RHS® Small Block Chevy 23-Degree Aluminum Cylinder Heads set the standard with unrivaled performance, superior quality and our latest design updates. Perfect for 350, 377, 383, 421 and 434 cubic inch engines, these SBC heads are available fully assembled with COMP Cams® components and ready to bolt-on.
What do you really know about the valve train components included with your new assembled cylinder heads?
• Standard features include multi-angle intake & radiused exhaust valve seats that create up to 5 percent more airflow than the competition • Modified water jacket combined with advanced port, runner & chamber designs optimize cylinder head performance & increase durability • Patented Clean Cast Technology™ provides superior port-to-chamber transitions, optimal airflow efficiency & improved overall casting quality SBC 23-DEGREE ALUMINUM CYLINDER HEADS (ASSEMBLED) Valves
Assembled Part #
Runners
Chambers
Spark Plugs
In.
Ex.
12052-01 12052-02 12053-01 12053-02 12041-01 12041-02 12042-01 12042-02 12054-01 12054-02 12055-01 12055-02 12043-01 12043-02 12044-01 12044-02 12056-01 12056-02 12059-01 12059-02 12045-01 12045-02 12046-01 12046-02 12060-01 12060-02 12062-01 12062-02 12047-01 12047-02 12048-01 12048-02
180cc 180cc 180cc 180cc 180cc 180cc 180cc 180cc 200cc 200cc 200cc 200cc 200cc 200cc 200cc 200cc 220cc 220cc 220cc 220cc 220cc 220cc 220cc 220cc 235cc 235cc 235cc 235cc 235cc 235cc 235cc 235cc
64cc 64cc 64cc 64cc 72cc 72cc 72cc 72cc 64cc 64cc 64cc 64cc 72cc 72cc 72cc 72cc 64cc 64cc 64cc 64cc 72cc 72cc 72cc 72cc 64cc 64cc 64cc 64cc 72cc 72cc 72cc 72cc
Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle Straight Straight Angle Angle
2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.020" 2.080" 2.080" 2.080" 2.080" 2.080" 2.080" 2.080" 2.080"
1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600" 1.600"
Valve Train
Max Lift
Bare Head Part #
Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller Flat Tappet Hyd. Roller
.560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600" .560" .600"
12052 12052 12053 12053 12041 12041 12042 12042 12054 12054 12055 12055 12043 12043 12044 12044 12056 12056 12059 12059 12045 12045 12046 12046 12060 12060 12062 12062 12047 12047 12048 12048
Purchasing a set of assembled cylinder heads should provide peace of mind that you are getting superior quality and application matched valve train components. Unfortunately, some cylinder head companies view assemblies as nothing more than an opportunity to increase their profit margin by using inferior quality or offshore valve train components. It stands to reason that the greatest cylinder head design in the world is essentially useless without the proper supporting components. That’s why RHS® utilizes only COMP Cams® valve train components for every cylinder head assembly. Are they the cheapest option? Absolutely not, but they have proven to be among the very best quality and the most technologically advanced for over 35 years. When you purchase assembled cylinder heads from RHS®, rest easy knowing that you are installing an engineered cylinder head package that has been proven to deliver maximum bolt-on performance and durability.
RACING HEAD SERVICE® 3416 DEMOCRAT RD. MEMPHIS, TN 38118 1.877.776.4323 RACINGHEADSERVICE.COM
8724b
RHS® Uses Only Premium Components, Not Mystery Parts Like Some Head Manufacturers
CONTENTS Website: www.ppndigital.com
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PRODUCT SPOTLIGHTS
DEPARTMENTS EDITOR’S SCOOP Performance is in the Eye of the Beholder
6
POWER NEWS
7
PERFORMANCE VIDEOS 10 Must-See Videos for the Performance Fan, Car Geek & Tech-Savvy Gearhead
TROY LADD—FAST FOR A REASON 12 The Hollywood Hot Rods Shop Owner Leads by Design
16
MSD’s Power Grid Is Helping Racers Win
THE ART OF THE SHORT BLOCK
46
Dart Preassembled Short Blocks Make Engine Building Easy
COOLING PERFORMANCE
52
How to Keep Your Performance Car Cool
THE HISTORY OF TRANS-DAPT PERFORMANCE
68
A Pioneer of the Automotive Performance Industry
PROJECT 5.30
70
With the Right Parts and the Right People, Eric Gullett Stepped Up His Game
OLD SCHOOL—NEW SCHOOL
74
Jon Kaase Racing Engines and COMP Cams Collaborate to Produce Potent Power Plants
FAST FORWARD
85
Fuel Air Spark Technology—Where It’s Been and Where It’s Going
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POWER & PERFORMANCE NEWS
TRANSFORMATION An In-Depth Look at TCI’s Redesigned Ford C4 in a Fox-Body Mustang
FEATURES
ON THE GRID
92
COMP CAMS HEDMAN PERFORMANCE GROUP DART MACHINERY LUNATI HYPERTECH FLEX-A-LITE MSD IGNITION POWERHOUSE PRODUCTS RACING HEAD SERVICE FAST COKER TIRE TCI AUTO ZEX DUPONT
24 26 28 30 32 34 36 38 38 39 40 42 43 44
20 MAXED OUT Hypertech tunes the 2010-2011 Chevrolet Camaro 3.6L High Feature V6 Engine
TECHNICAL MAXED OUT
20
Tuning the 2010-2011 Camaro 3.6L High Feature V6 Engine
SPIN & WIN
50
How the COMP Cams Spintron Facility Helps Produce Engines That Win on the Racetrack
THE AGE OF AQUEOUS
40
HOOSIER PRO STREET RADIALS
56
DuPont’s Waterborne Paint Is Good for All Involved
COYOTE CAMSHAFT CRUSADE
60
Brenspeed Maximizes the Performance of the New COMP Cams 5.0-Liter Camshafts for 440 RWHP in the Mustang GT
AROUND THE BLOCK
76
RHS LS Race Block Incorporates Year of Track-Testing Experience With ModernDay Advanced Engineering
LATEST TRENDS IN ROLLER LIFTER DESIGN 82
Coker’s new line of Hoosier tires features a radial construction and a directional tread pattern that helps drivability, no matter the driving conditions.
The COMP Cams Process
CAMSHAFTS
88
How They’re Made and What Their Specs Mean
TRANS-FORMATION
92
An In-Depth Look at TCI’s Redesigned Ford C4 in a Fox-Body Mustang
PORT VOLUMES—AND YOUR ENGINEBUILDING LIFE 96 What You Need to Know and Why to Maximize Your Cylinder-Head Purchase
46 ART
THE
OF THE SHORT BLOCK
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EDITOR’S
SCOOP B Y: C A M B E N T Y
PERFORMANCE IS IN THE EYE OF THE BEHOLDER
Editorial Editor. . .............................. Cam Benty Managing Editor............. Jennifer McGauley CONTRIBUTORS
There is an old hot rodder adage that says you can never have too much horsepower. But in reality, “too much” horsepower is probably just about right. A greedy desire for more torque is a good thing. Just ask any engine builder or racer how much horsepower they want and they will generally respond: all of it. That is the sickness that is high performance. No matter how much power the dyno reads out, there is this crazy desire to make even more. Breaking driveline parts due to massive amounts of torque is generally met with giddy delight—a job well done—and another check of the calculations to see if any more horsepower was left on the table. After all, it is generally about winning, and we Americans love to win, beating Troy Ladd brings a creative spirit of the other guys by innovation to all his vehicle builds. outthinking and outdriving them. That is, in part, the essence of this magazine, Power & Performance News. It is our target to find improved performance products for your vehicle. In addition, we are driven (pun intended) to entertain you with some interesting and informative stories that leave you happy you popped open the cover of this magazine. But remember that you are currently only seeing this printed copy, a small piece of the performance pie. The rest of the PPN experience is available online and through the QR codes throughout this issue that allow your smart phone to show you videos and Internet links that will enhance and further your experience. But even if you don’t have a smart phone, there is plenty to see and enjoy here—hey, we want everyone to go faster, right? Power & Performance News is designed to carry a spirit of innovation to an enthusiast audience, offering up some current products and innovative engineering—all designed to further enhance your enjoyment of your vehicle. There are plenty of amazing products at our fingertips, most with roots in some engine builder’s garage. Be it smart electronic ignition components that improve performance, a camshaft profile series with power and sound benefits, or an exhaust system package that alters the personality of your vehicle, these advancements were uniquely stimulated by some home builder or enthusiast request. The fact is, this industry is filled with people who not only enjoy their work,
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POWER & PERFORMANCE NEWS
Tommy Lee Byrd Matt emery Dan Hodgdon John Jamros
Barry Kluczyk Sam Logan Cole Quinnell David Vizard
advertising SALES ................................. David Leach
art director........................... Matt Rust designer.. .......................... Jason Fouts
ppn online online editor.................. Ashley Berryhill
Power & Performance News® is published quarterly in the interest and growth of high-performance aftermarket products and services. The magazine consists of dedicated information from participating partner companies with the mission of disseminating unfiltered editorial on companies, products and services directly to the targeted audience of the automotive enthusiast. Each quarterly publication is dedicated to a market segment theme of street performance, circle track racing, drag racing and street rods & muscle cars. Editorial and advertisements for each issue originate from partner companies participating in the magazine. Power & Performance® News is a hybrid of digital online publication as well as quarterly print media. Magazine distribution occurs through selected placement of the publishing company and the internal methods chosen by partner companies. No part of this magazine may be reproduced without written consent of the publisher. All rights reserved. Printed in the USA.
but also partake in racing and car show events whenever the opportunity is presented. They don’t get paid to attend, simply because they love the industry. This issue of Power & Performance News is an all too clear reminder of just how much fun the car hobby—and the performance enhancement of a vehicle—can be. Best of all, just when I think I’ve seen it all, that there can’t be anything new, no new custom flair or new product that will surprise me, I find that new thing, that new touch or cool product that knocks me over. Yep, car enthusiasts and aftermarket manufacturers never cease to amaze me. And that’s a good thing.
Want more? www.PPNdigital.com
POWER
NEWS NEW SNAKE The Ford Shelby GT500 offers an interior upgrade for 2012 with optional SVT-designed Recaro front seats that combine road-racing inspiration with high-performance Mustang design. Selectable steering makes its debut for Mustang on the Shelby GT500, with three settings specifically tuned for the car.
NEW CAMARO WORTHY OF SUPERCAR STATUS?
SMOKIN’ Chevrolet Malibu aerodynamic engineer Suzy Cody tests the 2013 Malibu ECO with a smoke wand at the General Motors wind tunnel in Warren, Michigan. The all-new Malibu is Chevrolet’s most fuelefficient midsize car in 100 years (photo by Steve Fecht for Chevrolet). Cody is a blue-haired, Camaro-driving, roller-derby-playing mom. She applies the same passion as “Shovey Camaro” at the roller derby rink and at work as an aerodynamic engineer for the Malibu.
We all know that the ZL1 is set to be the most powerful production Camaro ever released by Chevrolet. What we didn’t know, however, was just how the 2012 ZL1 was going to stack up against other sports cars on the Nurburgring test track. According to GM North American President Mark Reuss, the ZL1 completed an official test lap on the 14.173-mile track in just 7 minutes and 41.27 seconds. Don’t believe the impressive results? Check out the video below for an on-board view.
DON’T BELIEVE THE IMPRESSIVE RESULTS? CHECK OUT THE VIDEO BELOW FOR AN ON-BOARD VIEW.
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POWER
NEWS RECORDS FALL AT SECOND ANNUAL SPEED BY SPECTRE 341 CHALLENGE
With top speeds over 180 mph, this is one of the fastest and most dangerous races on the planet. Lou Gigliotti won the event this year with his ZR1 Corvette.
It’s a race that defies logic—an old Nevada mining town straight out of a Sergio Leone Western flick, a wild cast of characters, German supercars, Italian exotics, home-brewed racers, vintage muscle cars and even a few helicopter camera ships—all racing up a 5.2-mile mountain road with 500-foot dropoffs and no guard rails. The 2011 Speed by Spectre 341 Challenge hill climb, held in Virginia City, Nevada (aka the Nürburgring of Nevada), is in the record books, logging 48 drivers, 391 runs and five new members of the exclusive Spectre 3:41 Club. It was a wild success.
THE CAMARO GETS GEEK CRED: 2012 CAMARO TRANSFORMERS EDITION
The 2012 Transformers Special Edition Camaro, with dealer-installed 21-inch, black-painted wheels and a black ground-effects package, closely resembles the Autobot “Bumblebee” in “Transformers: Dark Side of the Moon.”
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POWER & PERFORMANCE NEWS
Lou Gigliotti of Wylie, Texas, came to the hill with a title to defend and, like any good gunslinger, he fired first and drove his LG Motorsports 2010 ZR1 to the overall event win, pushing the supercar to a best lap time of 3:14, 7.3 seconds faster than his race-winning run last year. Local driver Duck Fuson drove his radical 2,300-lb 911 Turbo to a 3:15.2, right on Gigliotti’s heels. The final spot on the podium went to Jeff Rosen in a 2011 Porsche 911 GT3 RS, who ran 3:22.2. Local hero Jeremy Kappus drove to
For videos, photo galleries, driver blogs and more from the 341 Challenge, go to:
WWW.SPECTRE341CHALLENGE.COM
The Legendary Big Red Camaro-basically a NASCAR in Camaro cloaking—came out to play as well. a fourth-place finish with a 3:24.2 run in his daily driver Lancer Evo IX. Due to the success of the 2011 event, the Third Annual Speed by Spectre 341 Challenge is set for June 15-17, 2012.
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POWERPERFORMANCETV.COM Powered By
MUST-SEE VIDEOS FOR THE PERFORMANCE FAN, CAR GEEK AND TECH-SAVVY GEARHEAD.
CHANNEL
OF
THE MONTH
DART UNIVERSITY Can’t get a grip on valve train and other engine dynamics? In this video, founder and legendary racer Richard Maskin explains valve train dynamics. http://www.youtube.com/watch?v=VCKVPIdVebo
EASY FUEL INJECTION INSTALL EZ-EFI—with the folks at Motorhead Garage
NEW TO QR CODES? It’s easy! You will need a smart phone or other scanning device. Simply download a QR-Code Reader App on your phone and then scan the code to send your phone’s web-browser to the link. We’ve also printed the URL if you like to type.
CORKY TAKES US FOR A RIDE
10
The basics and beyond—installing the New EZ-EFI system on a small block Chevy engine equipped with carburetion.
http://youtu.be/Vwp8luKBIY0
HYPERTECH NETWORK
A fun time at the Coker Tire Challenge time/speed/ endurance rally.
Everything you ever want to know about engine programming in one dedicated network—49 videos for your viewing pleasure.
http://www.youtube.com/watch?v=5fKPy1vaY8o
http://www.youtube.com/user/HypertechTuning?ob=5
POWER & PERFORMANCE NEWS
PERFORMANCE TV
THE PEAK OF PERFORMANCE
COOL IT
Mike Ryan’s “drifting” Freightliner semi races up Mt. Washington.
Basics of how to install a ’67-’69 Camaro radiator for improved cooling performance.
http://youtu.be/gRg6qZzUXaM
http://www.youtube.com/watch?v=CJaLlYSq464
EXHAUST NEWS
HOW IT’S MADE
Hedman Hedders’ new product display and tech explanation for gearheads.
Think lifters are simple? Watch this video and get the inside look at the precision engineering required.
http://www.youtube.com/watch?v=j-yGO35GCcA
http://youtu.be/YAP9upujSpc
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Troy Ladd— FAST for a Reason
The Hollywood Hot Rods Shop Owner Leads By Design Take a walk through any custom car show and you can’t help but appreciate the quality of cool cars being cranked out by America’s top-level car builders today. Enthusiast magazines celebrate the achievements of these creative artists, and massive trophies adorn the show-car displays, validating the hundreds of hours spent handcrafting these automotive sculptures. So, when your peers and media bestow special acclaim on a custom builder, you know there is something truly innovative occurring. Such is the case with Troy Ladd, owner of Hollywood Hot Rods in Los Angeles. Ladd was named 2007 Trendsetter of the Year and 2010 Builder of the Year, and his cars are truly unique, blending a combination
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POWER & PERFORMANCE NEWS
of cool exterior design and color along with, in Ladd’s case, engineering that often goes overlooked upon first glance. Ladd’s most recent creation, the Raybestos ’32 Ford pickup, is a plenty cool machine that is true to the original concept, with throwback ’32 styling, race-bred knock-off wheels, and slick interior styling, along with that purpose-built SOHC engine and Hilborn fuel injection. But, while it would appear to be a really nice throwback ’32, that engine/ fuel injection combination is a long way from “basic,” incorporating a hidden electronic brain that makes the engine far more streetable than any original Hilborn mechanical fuel injection system could possibly be.
Even the engine, which appears to be a classic Ford “mill,” is in actuality a very sophisticated state-of-the-art 2011 Ford Coyote 5.0-liter engine—the same one used to power Ford’s current run of 5.0-liter GT Mustangs. “When the engine showed up on the doorstep from Ford Racing, I didn’t even know what it was. It was kind of this spaceship-looking thing,” Ladd said. “We re-engineered the Coyote engine to look like a singleoverhead-cam engine with classic fuel injection. The key was to make it look correct for the ’32 Ford pickup platform.” The FAST XFI fuel injection system was the chosen fuel management system for the project because of its versatility and performance capability. While this car has seen some limited racing, it is definitely expected to cruise and run properly, handling traffic when encountered and putting that Coyote power to the ground when demanded. Ladd himself took on the challenge of getting the fuel injection management system to work with the Ford Coyote engine and Hilborn injection—a challenge he gladly accepted.
The final engine detailing looks cool and classic but retains the reliability of a current-style engine with smooth idle and on-demand power—plus management fuel mileage for terrific cruising.
The original concept for the Raybestos Ford pickup came from this rendering. Ladd stayed true to this drawing, as the final product shows.
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Under the dashboard, far out of sight, the FAST XFI fuel injection module and XFI engine management controls are hidden.
Neatly tucked under the engine’s center valley pan are the FAST fuel injection components. Only the Hilborn fuel injection plumbing is visible.
Ladd explained, “Designing the fuel management system was a matter of understanding the basics of what it takes to make an engine run. I felt that if I had a solid vacuum signal and some basic parameters for the engine, I could take the FAST system, bury the critical modern components under the billet engine valley pan and run the Hilborn-style injectors so that they looked like the original configuration. I think we did a pretty good job here. “I had plenty of folks that thought this was impossible, especially on such an advanced engine as the Coyote,” Ladd continued. “But I like these kinds of challenges and knew that it would not be that difficult once I thought the process through. The result is a great-running engine that has massive Coyote power and really looks like the classic mechanical injection is running as originally designed. And when you drive it….” The FAST system used on the Hollywood Hot Rods Raybestos pickup uses the standard FAST system along with the XIM standalone coil that ensures that the spark plugs are firing at exactly the right millisecond—a high-demand function on this high-horsepower Coyote engine that sports an aggressive camshaft lobe profile design and precise ignition timing. The XIM Engine Management System for the 2011 Ford 5.0L modular V-8 engines offers simple operational ignition system control and optional programmable ignition system control, independent of the fuel
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POWER & PERFORMANCE NEWS
Don’t let that classic fuel injection system fool you. This fresh Ford Coyote 5.0-liter engine sports that cool Hilborn injection and high-tech engine management.
delivery method or any factory computer. This straightforward solution to coil-on-plug ignition control is a complete kit that does not require an OE computer or XFI—but will work with these components if they are part of your system. The beauty of the XIM is that, after it is installed, a few flips of a switch will set the engine type, timing settings and the standalone mode, and then you’re ready to run. Custom tuning, such as that performed by Ladd, beyond this initial setup is also welcome. Easyto-use adjustment dial ports allow full control of custom tuning ignition options, and the ignition control system works with both carbureted,
MORE THAN THE SUM OF ITS PARTS The Raybestos Ford pickup includes these component parts and cutting-edge technology: 1932 Brookville Steel RPU body and customfabricated box (BrookvilleRoadster.com) From Ford Racing, the all-new 5.0-liter Ti-VCT Coyote V-8 engine from the 2011 Ford Mustang —deconstructed and re-dressed with vintage accessories to resemble the iconic 1963 Ford 427ci SOHC race motor (FordRacingParts.com) Custom vintage-style stack fuel injection setup from Hilborn—operated by a FAST engine management system for modern reliability (HilbornInjection.com) (fuelairspark.com) Tremec 5-speed manual gearbox (FordRacingParts.com) Aluminum Speedway Engineering quick-change rear axle Complete Raybestos Brakes package (Raybestos.com) Bias-ply Firestone Indy roadster period-correct tires at all four corners from Coker Tire (Coker.com) One-of-a-kind custom gauge cluster by Redline Gauge Works (RedlineGaugeWorks.com) Custom shifter, linkage, pedals and assembly by Wilwood Engineering “Lakes”-style headers will be handmade by Hollywood Hot Rods, with oval cones, fabricated from polished stainless steel components provided by Megs Exhaust Builders Warehouse (ConeEng.com) FAST EZ-EFI and even classic injection systems. Best of all, no special tuning or expertise is required. As is well documented on the Internet in both video and story format, the Hollywood Hot Rods pickup runs well and has a great sound, whether running open headers or through the mufflers. The Ford Coyote engine, with those custom-made, SOHC-appearing valve covers, has fooled more than one hot rod “expert,” a fact that generates great pride in Ladd. And why not? Doesn’t everyone want a classically styled, reliable and potent hot rod pickup that is both fast and fun? You bet!
WIX oil and fuel filters (WixFilters.com) Traditional-style tuck-and-roll interior Powder-coating, metal-coating, and mediablasting work by Pacific Coast Powder Coating (PacificCoastPowderCoating.net)
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ON THE GRID
MSD’s Power Grid Is Helping Racers Win Ask any winning racer or engine builder his opinion on anything racerelated and you had better get ready for him to unleash a variety of views that will leave your ears burning. Nothing is more important to these passionate folks than finding that single advantage that puts them in the winner’s circle. All racers, young and old, are on a quest for that discovery that makes them special in today’s sea of talented racers and builders. Bill Trovato is one such racer/engine builder who knows the real deal when he sees it. After years of experience racing in NMCA and other categories of drag racing competition, the Rochester, New Yorkbased builder has firm ideas on what is required to build a winning combination—and his Olds Starfire stands as a testament to that success. Becoming a full-time engine builder in 2004 for all kinds of engines, Trovato has been a longtime user of MSD ignition products and stands behind them full force.
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POWER & PERFORMANCE NEWS
NEW AND IMPROVED
SOURCE
MSD IGNITION www.msdignition.com
(915) 857-5200
“When I started in the mid-1990s, I was racing a 440cid Olds-powered ’70 442 and running 9.40s at 3,900 lbs in the EZ Street class,” Trovato said. “Today my Olds Starfire has run as fast as 7.85-second in Extreme Street trim. That’s as fast as Super Street used to go when I started. I credit a great deal of this performance increase to the MSD Digital 7 series ignitions.” A big fan of the MSD 7 series ignition, he credits the Digital 7 series ignition with generating huge power and performance—well beyond any previous capability. In tandem with the MSD Power Grid, Trovato now has the ability to dial in the ignition cylinder-to-cylinder, adding timing where needed and taking it away where it is not. Trovato says, “With the Power Grid, I can literally add six degrees of timing to one cylinder and back it off to zero advance where it is not needed. This is great for dialing in starting-line power for proper launch, or, with nitrous engines, making sure the right timing is set for the nitrous charge. In the past you would have to just average the timing—in this case adding six degrees of advance across the board, which really hurts any attempt to deliver peak power.” In addition to timing, the ignition curves of the engine are very important to making power. With the Power Grid, Trovato is able to adjust the curve in each gear and at every RPM. That is incredible control, and what it takes to build a winning combination these days. As the winner of two events this year, including the NMCA Super Bowl in Joliet, Illinois, and two runnerup finishes, Trovato is still fighting to win, and the Power Grid is a great tool for just that purpose. “Last year we seemed like we could do no wrong,” Trovato said. “This year, despite the wins, it has been just the opposite.” With a new non-Olds car in the works and the Power Grid on his side, it will be interesting to see how Trovato’s new 2011 Camaro platform will perform. We’ll be watching.
MSD’s Newly Redesigned 6AL Spotter Guide For fans of classic Corvettes, spotting model-year differences to the untrained eye may be difficult, but to one who knows, the differences between one model year and another are as clear as night and day. The same goes for the new MSD 6AL ignition. While at first glance you could miss the differences between the old 6AL ignition and the new one, the two units are unmistakable in terms of looks and performance. While the footprint of the new 6AL is very similar to its older sibling, it is in fact shorter in height and narrower, allowing it to fit in smaller areas but bolt up to the same location where the original was 6AL was in place. The biggest visual difference for the new 6AL is the wiring, which exits only one side of the box, rather than having two leads—one on each side of the casing—on the original. In addition, the single connector has a locking tip that ensures secure connections when installing the box. The built-in LED on the case lets you know that the 6AL is up and running and receiving the proper trigger signal. The final, and for many the most important, upgrade is that there is no longer a need for a plugin external RPM module; that component is now integrated into the case. Two rotary dials on the case allow rev-limiter changes in 100-RPM increments, making this the easiest-to-use MSD ignition ever offered. While you may have missed it at first glance, the new 6AL is very different—inside and out.
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BILL TROVATO KNOWS WHAT IT TAKES TO BUILD BIG POWER The founder of BTR Performance, Bill Trovato has been engineering advancements in Oldsmobile Performance for more than 20 years. It all started in the mid-’80s with his ’70 Cutlass, which captured nationwide attention with outstanding performance and wheels-up launches at the dragstrip. During the early ’90s, Trovato made a stint in the NHRA Stock Eliminator Class with his ’70 W-30 442. This car ran 11.30s in stock trim while weighing in at over 3,900 pounds! As the years passed, Trovato became intimately involved with Street Legal Drag Racing. The involvement started with running NMCA’s EZ Street class in the mid ’90s. In class-legal form, the car was running close to the top of the pack with mid-9-second passes with the car weighing in at over 4,000 pounds, and powered by an Oldsmobile motor. In the late ’90s, Trovato changed gears and started working as a Tech Inspector for the NMCA for several years, and helped launch the NMRA while holding the position as Race Director. In the 2001 season, he debuted his new ’78 Starfire in NMCA’s EZ Street class again, and later in NSCA’s Limited Street. Again, the Starfire features a small-block Oldsmobile and, in the 2003 season, ran at the top of the pack with 8.20 quarter-mile times at over 166 mph! Starting in 2004, Trovato made his services available to the performance-oriented community. He has shown that he has the talent to be personally competitive in a class series while being handicapped with
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an Oldsmobile engine. NHRA Pro Stock technology has been utilized in these motors, and that has helped achieve these outstanding performance levels. These skills are amplified in engine families (e.g., Chevy, Ford) that can benefit more extensively from these techniques. Also, Trovato has a great deal of experience with motors with heavy nitrous usage, as well as systems ranging from plates to direct-port nitrous systems. In recent years, Trovato has set numerous records and wrote the book “Oldsmobile Max Performance.”
Bill Trovato and his champion Olds Starfire.
POWER & PERFORMANCE NEWS
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8/24/11 4:53 PM
MAXED OUT Tuning the 2010-2011 Chevrolet Camaro 3.6L High Feature V6 Engine
Adding more power to the high-revving 3.6L Direct Injected V6 engine lurking under the hood of the 2010 and 2011 Chevy Camaro was rumored to be impossible. And, considering this engine is controlled by an altogether different ECU compared to most GM engines (more like the ECUs used in many high-powered European sports cars), being able to tune it was even more discouraging. But, with so many enthusiastic requests for a Max Energy Power Programmer for these cars, Hypertech’s engineers and technicians knew they had to buckle down and find out if there was more power hiding somewhere in the engine. First they put the Camaro on one of their AWD dynos and, lo and behold, found that the spark and fuel curves were already optimized for maximum performance at wide-open throttle. No tweaks to add more spark or lean out the mixture provided any additional horsepower, but they didn’t stop there. Almost 900 full-throttle dyno pulls and over a month later, they did indeed uncover more power. The automatic-transmissionequipped car put down a respectable 274 hp baseline with the factory tune. With the engine rated at 312 hp at the crank, that equates to only a 12 percent loss, which shows just how efficient these cars really are at
putting that horsepower to the ground. The Hypertech tune tacked on an additional +5 hp, which put the peak at 279 hp to the wheels. Above 5,000 RPM, the gains average about +4 hp, which makes the car feel a lot stronger when you accelerate toward redline. Along with the topend horsepower gains, Hypertech’s tune gained an average of almost 10 lb-ft below 4,000 RPM, with a peak of +13 lb-ft of torque at 3,750 RPM. These power gains at wide-open throttle carry over into the part-throttle area, which is a great benefit, since that’s where we really spend most of our driving time. The added torque during normal driving gives an even better throttle response, and because the engine is running more efficient, accelerating to normal speeds takes just a bit less throttle, and less throttle can lead to improved fuel economy. But that requires enough control to minimize the time spent sampling the performance improvements. Up to this point, all tuning for both Regular and Premium fuels was done on a stock car. It’s likely that Camaro owners, who are looking for more power from tuning, will also look to modify their cars with various other bolt-on performance parts. Therefore, Hypertech contacted several top aftermarket companies and ordered the popular mods enthusiasts
The key to any programming process is selecting components that work together to maximize the total programming benefit. These components all increased performance on their own—but were further maximized by the Hypertech “tuning” with the Max Energy Programmer.
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POWER & PERFORMANCE NEWS
MAXED OUT
SAFER. SMARTER. FASTER. The Leader In Camaro Nitrous
ZEX™ Nitrous Systems provide an instant shot of performance (up to 250 HP), yet they also include a host of safety features to ensure your engine is protected. Each ZEX™ kit is custom designed for your Camaro platform and offers distinct features, including our patented Active Fuel Control™ which adjusts fuel delivery with changes in nitrous bottle pressure and our throttle-by-wire TPS switch that activates nitrous at wide-open throttle.
The Max Energy Programmer includes everything you see here, backed by complete instructions—although you can simply follow the readout on the programmer’s display screen for the changes you desire. The results of Hypertech’s testing are shown here in the dyno sheet—amazing performance gains for this practical V6 Camaro platform.
’10-‘11 CAMARO V8 (75 ( to 175 HP)
#82380 (Classic Purple) #82380B (Blackout)
’10-’11 CAMARO V6 (55 to 100 HP)
#82367 (Classic Purple) #82367B (Blackout)
’96-’02 CAMARO V6 (55 to 75 HP)
#82021 (Classic Purple) #82021P (Polished Bottle)
’93-’02 CAMARO SS/Z28 intake manifold. With the factory air intake system in place, the pressure slowly decreased as the dyno pull reached redline. The pressure drop reached a maximum of roughly -5kPa near 7,000 RPM. Expecting an improvement, Hypertech installed and tested aftermarket air intakes. Surprisingly, the pressure drop remained almost identical with even the largest aftermarket air intake installed. Although the aftermarket air intakes did not dramatically improve the restriction in the air intake tract, they did show a measured increase in power, especially above 6,000 RPM. Next, Hypertech tested its optimized tuning with cat-back systems to ensure that a dramatic change to the exhaust flow would not cause dramatic changes to the engine efficiency. With
(75 to 175 HP)
#82235 (Classic Purple) #82235B (Blackout)
Full System & Plate Only Kits Available
LS PERIMETER PLATE NITROUS SYTEM
Patented ZEX™ plate technology offers an easy-to-install power boost (100 to 250 HP) for GM LS powered vehicles utilizing 4-bolt cable & throttle-by-wire throttle bodies. Join Us:
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normally bolt on—cold-air intake kits (15 to be exact) and cat-back exhaust systems—to develop tuning and optimize the performance with these parts installed as well. Some of the cold-air intake kits cause minor changes to the mass airflow sensor, but others cause major changes to the sensor reading. Because the engine computer uses the MAF sensor readings to determine many of the engine controls (i.e., spark timing, fuel mixture, cam position, throttle position, etc.), any change in the MAF readings requires Hypertech’s specific tuning changes to the calibration. So, Hypertech developed a full MAF sensor recalibration for each air intake system tested. During testing of the air intake systems, Hypertech monitored the pressure in the
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Installing a thermostat with temperatures lower than 180 degrees F. will likely trigger a diagnostic code. Most modern vehicles require normal operating temperatures above 160 degrees F. to ensure proper emissions control. Another Max Energy option that enthusiasts may really appreciate is the adjustable idle RPM, which can be adjusted up or down from the factory setting. If you sit in traffic or have to idle your car for extended periods of time, you can improve your fuel economy by lowering the idle RPM. Raising the idle can also eliminate some vibrations or improve the factory exhaust system installed, the measured backpressure at the charging capacity on vehicles that have added electronics. Hypertech dug 7,000 RPM redline measured a miniscule 3 psi. In fact, the backpressure deep into the Camaro’s six-speed automatic transmission calibrations to was only positive above 4,000 RPM. This was one of the lowest readings find more options that would really allow these cars to shine. ever measured on a factory exhaust system at Hypertech, and did not As discussed, the addition of aftermarket air intakes and exhaust leave much room for improvement for the aftermarket exhaust systems. systems can improve the power near redline, so raising the rev limit slightly Borla, Corsa and Magnaflow sent Hypertech cat-back exhaust systems to take advantage of these modifications can really make an improvement. for testing, and they all provided additional power, most likely due to the The Max Energy allows you to raise or lower the rev limiter up to 500 in tuning of the mufflers, crossover tubes and piping size. Knowing that 100 RPM increments. Hypertech tuning works great with their parts installed is good news for Also, without raising the automatic transmission shift points, these us all! modifications still can’t be taken advantage of to their fullest potential. The improvements made with the exhaust systems were seen as So, Hypertech offers the option to adjust the wide-open throttle shift increased intake airflow and required no additional changes points for each gear +/- 500 RPM in to Hypertech’s tuning. Hypertech’s 100 RPM increments. optimized tuning provided the Although adjusting the maximum power possible. shift points is a definite In fact, adjusting the tuning improvement, there was still parameters further provided more room for improvements no additional power, in the transmission. The proving it’s not necessary to transmission controller pay for an expensive custom uses a method of torque tune when adding typical management that street-legal bolt-ons. Once requests the engine the tuning was completed and controller to reduce thoroughly tested with additional the engine power aftermarket upgrade parts, output during shifts. This Hypertech’s focus moved to adding stock torque management additional features that would be configuration will actually beneficial to the Camaro driver. reduce the engine power The Max Energy Programmer is easy to use: connect the First, Hypertech combined all of the output quite a bit during programmer to the vehicle and read the display screen MAF calibrations developed for each shifting. The result is a very questions to change your vehicle’s computer programming. of the aftermarket air intake kits into a smooth driving experience, It is really that easy, and the list of changes possible for this simple option that lets you choose the but it sacrifices some V6 GM vehicle is exclusive to Hypertech. name of the air intake you have, and performance feel in doing injects that calibration into the tune. this. With the Max Energy, With the addition of aftermarket parts, the engine’s breathing capacity you can adjust the shift firmness to get quicker acceleration by making near the factory redline is improved, so taking advantage of this power firmer wide-open throttle shifts. This feature allows you to adjust shift could be improved by allowing the engine to rev slightly higher. These firmness from 25 percent to 100 percent in increments of 25. Hypertech controlling parameters were found and are combined into a simple recommends starting at a lower setting and then working your way up adjustment with the Max Energy. to the firmness that feels best. Hypertech found that 50 percent is a good Being a high-tech muscle car, the V6 Camaro can expect some option for a daily driver. At the track, you may want a very firm shift, so serious duty during the summer, when various racing events become to remove most of the torque management power reduction, kick it up to frequent. Whether it’s drag racing, SCCA racing, road racing, or even 100 percent for strip-only events. an occasional sprint from red light to red light, the hot temperatures of To provide the best combination of performance and fuel economy, summer can cause a reduction in power. The factory cooling fan settings Chevrolet combined the six-speed transmission gearing with a loware set fairly high to minimize the sound of the running fans. gear rear end ratio. Although the low-gear ratio results in low RPM If you install a cooler aftermarket thermostat, the Max Energy allows at highway speeds, this comes at the cost of quick acceleration at slow you to select the fan’s on/off settings by thermostat temperature to speeds. The first and second gear ratios are sufficiently high to improve effectively lower the operating temperature of the engine. Important tip: that acceleration, but some Camaro owners may choose to install an
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POWER & PERFORMANCE NEWS
MAXED OUT
aftermarket gear with a higher ratio to get even more lowspeed performance at the cost of a slight decrease in fuel economy on the highway. When the rear end gear ratio is changed, the gear change shift points and speedometer/ odometer readings require a recalibration to function properly. The Max Energy gear option allows you to simply choose the gear ratio installed, and it will then automatically adjust all of the appropriate parameters into the tune. Chevrolet did a great job of combining classic muscle car lines with new-age design, which looks great with large wheels and tires. There are countless wheel options to customize the look of the Camaro, and countless tires and sizes to put on those wheels. When a change is made from the factory tires and wheels, the speedometer/ odometer readings can become skewed. By simply What it all comes down to is creating a vehicle that performs and entering the new installed tire height, the Max Energy drives to the desires of the driver, whether it’s all-out horsepower tire size option corrects the speedometer/odometer gains or simply transmission shift firmness. This package of parts readings as required by law. works as a team because the Hypertech Max Energy Programmer If you get a “check engine light,” the Max Energy pulls the ultimate in efficiency from these products. The result is a can save you wasteful trips to the mechanic. Simply vehicle that is more satisfying for the owner to drive. plug in the Max Energy and it will read and display the diagnostic trouble code, so you can determine what performance product for the new Camaro. It’s 50-state street legal and action is needed. After taking the necessary steps to correct the problem, you can use the Max Energy to turn off the pesky backed by a Lifetime Warranty, and you can try it with no risk because it comes with a 30-day satisfaction money-back guarantee. “check engine” light. And, you can quickly return the vehicle back to stock settings whenever necessary. Plus, Hypertech’s Max Energy Power Programmer is easily updated via USB (cable included) and the Internet for the latest HYPERTECH innovations and enhancements. www.hypertech.com Hypertech’s Max Energy Power Programmer is the premier (901) 382-8888
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COMP CAMS CAM SELECTION MADE SIMPLE CamQuest Cam Selection Software Now New and Improved
EVOLUTIONARY ROCKER COMP Cams’ Ultra Pro Magnum XD Rocker Arms Are the Next Design Evolution in Steel-Stud-Mount Rocker Arm Technology With a wide range of super-accurate ratios and a unique machined billet pushrod seat, the new Ultra Pro Magnum XD rocker arms are engineered with improved strength and durability for use in endurance, circle track and drag race applications. The Ultra Pro Magnum XD rocker arms are engineered from durable 8650 steel that outlasts and outperforms other inferior knock-off and import rockers. A unique machined billet pushrod seat insert offers a wide range of super-accurate ratios to fit most popular applications. Ratios range from 1.5 to 1.73 across a variety of Chevy, Ford, and AMC applications. These new stud-mount rockers are fully rebuildable and use precision-sorted needle bearings and hardened roller tips to better distribute the load and reduce wear for a longer service life. In addition, they work with most diameter springs and retainers. The XD design utilizes advanced FEA and CAD design and development to improve strength, stiffness and MOI optimization for endurance, drag and circle track applications. These rocker arms are so durable that they come with a lifetime guarantee against breakage. Only accept authentic “COMP” logo rocker arms to ensure quality and reliability.
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POWER & PERFORMANCE NEWS
The best way to select a camshaft (short of calling the COMP Cams tech line for personal help) just got better in a big way. CamQuest, the groundbreaking camshaft selection software from COMP Cams, has been redesigned to provide real-time web browser usage (no download required), an improved user interface and even greater accuracy. Best of all, CamQuest is still completely FREE and available to all enthusiasts via the COMP Cams website at www.compcams.com. The new COMP Cams CamQuest allows both PC and Mac users to select the perfect camshaft by answering just 10 application-specific questions with the program’s simple drop-down menus. The easy-to-use, online program (no download required) then suggests the top matching camshafts based on your application and performance desires. A builtin virtual dyno will even calculate your engine’s estimated horsepower and torque. CamQuest also lists matching COMP Cams valve train components, such as lifters and valve springs. Once you have found the perfect cam, the program integrates seamlessly with the COMP Cams online store so you can order your new camshaft and everything needed for installation with just a few mouse clicks. If you need help, CamQuest also connects directly to COMP Cams’ technical support representatives with Live Help and e-mail options. A print feature also displays all information, including cam specs and virtual dyno results, for your records.
COMP CAMS
COMP Cams www.compcams.com
(800) 999-0853
MAKE YOUR COYOTE HOWL COMP Cams’ 2011 Ford DOHC 5.0L Coyote 4V V8 Integral Balance Camshafts Are First on the Market
A LITTLE (PUSHROD) GUIDANCE, PLEASE COMP Cams’ Two-Piece Adjustable Guide Plates for BigBlock Chevy Engines
The new 5.0-liter Coyote engine found in the new Ford Mustang V8 is a breakthrough in technology and raw material for truly big horsepower and torque. The new billet hydraulic roller cams from COMP Cams unlock a major power upgrade for the 2011 Ford Mustang V8. Designed specifically for Coyote engine applications, these camshafts are counterbalanced and work with phaser limiters to produce optimum safe power. The gigantic lobe size on the Ford OHC is unlike any other cam-inblock engine, and the dangerous harmonics that come with the giant lobes must be addressed for high-performance usage. By taking cutting-edge race technology and applying it to street applications, COMP Cams has engineered these new phaser-friendly cams with an exclusive integrated counter-balance design that cuts down on vibration and reduces overall harmonics to ensure a smoother-operating valve train that was properly engineered for high-lift, long-duration valve motion at high RPM. These newly engineered Ford 5.0 camshafts are available for both naturally aspirated and supercharged engines, with three stages available in each series, as well as custom-grind and No Valve Springs Required versions. Optimized race and street profiles give you the power where you need it most, whether that’s maximized mid-range power and torque or increased top-end horsepower. Custom racing profiles are also available for high-performance circle track and drag race applications.
Keeping your pushrods centered in the proper axis and operating to optimum efficiency is one of the lost technical points for many engine build efforts—but especially challenging with big-block Chevy engines, where extreme forces are acting on these critical components. COMP Cams has engineered new, fully adjustable Two-Piece Adjustable Guide Plates for big-block Chevy engines that easily and accurately align pushrods and rocker arms without any cutting or welding. The innovative new guide plate design from COMP Cams compensates for the Chevrolet big block’s splayed intake and exhaust valves, which are tilted in two axes. Perfect for use with aftermarket cylinder heads, rocker arms and pushrods, these adjustable guide plates eliminate misaligned rocker arms and valve stem tips. A single fastener quickly locks the two halves of the guide plate together. And, if valve train parts are swapped, the guide plates can be easily readjusted to fit the new setup. They are available in sets of eight for 3/8-inch-diameter pushrods. Precision die-stamped from premium heat-treated steel material, the COMP Cams Two-Piece Adjustable Guide Plates are the quickest and most accurate way to align valve train components in big-block Chevy engines. These performance guide plates work with all RHS cylinder heads, as well as other popular performance aftermarket cylinder heads that feature relocated intake ports.
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HEDMAN PERFORMANCE GROUP
HAMBURGER’S PERFORMANCE PRODUCTS www.hamburgerperformance.com
(562) 921-0404
IMPROVE YOUR (FUEL) EFFICIENCY Torque Curve EFI Spacers
COOL COIL MOUNT Hamburger’s LS Engine Coil Brackets Hamburger’s Performance Products’ billet aluminum coil brackets are for use with GM LS series engines. They are designed and built in the U.S. from 6061-T6 aircraft-grade aluminum. They bolt on using the stock bolt holes in factory or aftermarket valve covers and are compatible with MSD PN 82458 coil packs and Hamburger’s PN 1061 and 1062 or factory LS valve covers. Sold in pairs, these hard-anodized red coil brackets lend a cool, high-tech appearance to any engine compartment.
Just like a two-part epoxy, the air/ fuel mixture in your engine needs to be a specific ratio of two parts (in this case air to fuel) in order for it to work properly. Your vehicle’s EFI system constantly adjusts this ratio to best suit the environmental and driving conditions at any given moment. If your engine needs more air, and the throttle body can’t meet that need, the engine’s overall performance diminishes, regardless of the number of power parts you have installed. These diagrams show how Torque-Curve’s unique port design affects airflow through your engine’s throttle body. At partial throttle, a negative pressure zone forms on the top, back side of the throttle blade. Since air always flows to a low-pressure area, incoming air gets drawn to it like a vacuum. This low-pressure condition creates turbulence, which slows down the introduction of air to your intake manifold. Less air means less power output from your engine. Torque-Curve’s special profile works with your engine’s throttle blade to reduce turbulence, increasing the velocity and amount of air available to your engine, ultimately
REMOTE CLEANING Hamburger’s Remote Oil Filter Bases Looking for the ultimate in remote oil filtration systems? Hamburger’s Performance Products manufactures quality single and double oil filter relocation bases that provide super-high-flow capabilities with -12AN ports. The double oil filter bases, known as true-dual remote oil filter bases, route every drop of oil through both filters every time the oil enters the unit for truly double-filtered engine oil. No other remote oil filter base can make that claim. Hamburger’s continually adds remote filter bases to its line that address specific oil line routing needs. A selection of straight-through (PN 3300), same-side exit (PN 3301), ports-up (PN 3343) and multi-position (PN 3344) design remote filter bases is available for PH8A, HP4 and HP6 filters (or equivalents). All Hamburger’s oil filter relocation units
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POWER & PERFORMANCE NEWS
come predrilled with 3/8-inch -16 mounting holes that marry up to the holes on Hamburger’s oil base mounting plate for an easier, more secure installation. These high-reliability products are covered by a lifetime warranty and are CNC-machined from 6061-T6 aluminum and redanodized to ensure years of perfect service. Due to the wide range of fitting, color and design options, Hamburger’s oil filtration components do not include any plumbing components. Please consult your preferred fitting supplier for oil filtration fittings.
HEDMAN PERFORMANCE GROUP
HEDMAN HEDDERS www.hedman.com
(562) 921-0404
improving your engine’s performance. Reduced turbulence also means no whistle. Chassis dyno-testing of the TorqueCurve design, on a 1998 big-block Chevy motor, showed an 18-plus-lb-ft torque increase over stock, and 20-plus lb-ft more than the leading competitor’s spacer.
EXHAUSTING PERFORMANCE Hedman 304 Stainless Hedders Header quality is determined not only by fitment and engine performance but also by longevity and looks. Hedman’s 304 stainless steel headers are designed for late-model vehicles and resist high temperatures found with these efficient and powerful engine bays. The 304 stainless steel headers also can withstand harsher seasonal conditions better than mild-steel headers, especially with Hedman’s HTC ceramic coating that won’t burn off after years of service. To prevent cylinder-head-to-header-flange warpage, the headers use a 3.8-inch-thick flange that will keep a solid seal and avoid any potential leaks. These high-quality headers are currently available for the 2010 Camaro, 20082010 Dodge Challenger and 2005-2010 Ford Mustang. PPNDIGITAL.COM
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DART MACHINERY
DART MACHINERY www.dartheads.com
(248) 362-1188
GOT YA COVERED Ten Different Coatings From Dart Provide Durability and Performance for New and Used Parts
STARTING OFF RIGHT Dart Assembly Lube More engine wear occurs upon initial engine startup than at any other time in an engine’s life, making it more critical than ever that there are lubricants in place that will make sure proper wear patterns are achieved. Dart’s Assembly Lube is a critical part of ensuring engines meet that goal. This semi-synthetic formula, created in collaboration with oil experts at Lucas, contains zinc, moly and other high-pressure additives for maximum protection during engine break-in. Super slick and easy to use, Dart High Performance Assembly Lube will eliminate dry starts and prevent seizing, galling and scuffing. It is also useful to maintain protection of critical engine parts during long-term storage and is compatible with all common oils.
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POWER & PERFORMANCE NEWS
In this high-tech world, engineers have determined that engine parts can deliver increased performance and last longer when protected from harsh heat and friction environments. The folks at Dart are well aware of this fact and offer 10 different coatings for marine, race and street engines to tackle a wide variety of surfaces. Ranging from anti-friction coating for pistons and other high-surface-area components, to hard carbon coating for valves, Dart’s specialty coatings can make all the difference long- and short-term. Any of these coatings can be requested when ordering parts from Dart Machinery or for application to your used components to further extend their life and efficiency. The coatings include:
DC1: Anti-Friction Coating DC2: Reflective Heat Barrier DC3: Engine Bearing Wearing Guard DC4: Lubricating Coating DC5: Oil Shedding Coating DC6: Alcohol/Methane Friction Protectant DC7: Anti-Corrosive Coating DC8: Marine Jacket Coating DC9: Marine Shield Treatment DC10: Hard Carbon
DART MACHINERY
UP ON PLANE INTAKE Redesigned Dart SmallBlock Chevy Intake Manifold
THE PERFECT TOPPING
While Dart is well known for excellentperforming engines, cylinder heads and blocks, plenty of folks are not aware of Dart’s very efficient and perfectly priced small-block Chevy intake, which is perfect for high-performance street and race engines. For those who know and love this product, the news is even better, as the Dart intake has been retooled and price-adjusted to make this sophisticated component more attractive than ever. A perfect pairing with Dart small-block cylinder heads, this Dart intake creates a boundary of oil air below the plenum and runner to insulate the fuel/air mixture for a denser intake charge. The dual-plane design maximizes mid-range torque, and the ribbed plenum promotes better fuel atomization. Recommended for 215cc and smaller intake ports, the dual-plane intake uses the 4150 carburetors and supplies a dual distributor hold-down for easier timing adjustments. Integral bosses in the intake design make outfitting for nitrous-oxide systems a snap.
Dart Top-End Kits for Small/Big-Block Chevys and Small-Block Fords So you have your short block together after carefully calculating the compression ratio you wanted and finished off the bottom end by popping the oil pan in place. So why not top it off with a perfect set of cylinder heads port-matched to the intake just to ensure that you’ll have worry-free engine operation? Such is the rationale behind Dart’s top-end kits, which are offered for big- and small-block Chevrolets as well as small-block Fords in both cast-iron and aluminum cylinder-head configurations. Dart’s top-end engine kits are easy-to-bolt, matched-component performance packages that simplify the final steps of the engine-building process. These kits exhibit the proven reliability found with all of Dart’s race-bred products.
DART’S TOP-END ENGINE KITS INCLUDE: • Fully assembled cylinder heads (steel or aluminum) • Stamped-steel valve covers • Intake manifold, matched to complement the cylinder heads • Intake gaskets, head gaskets, and exhaust gaskets • Spark plugs • ARP head bolts PPNDIGITAL.COM
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LUNATI LUNATI www.lunatipower.com
(662) 892-1500
RACING CAMS Lunati TL2 and TR2 Camshafts for Small- and Big-Block Chevrolet Racing Engines The latest Lunati asymmetrical camshafts, the new TL2 and the TR2, designed for small- and big-block Chevrolet racing engines, are quite the technology breakthrough. Lunati’s TL cam series for solid flat tappets (the TR designation represents solid roller tappets and the numeral 2 stands for second generation) are designed using the latest technology and feature increased lobe lift—and therefore greater valve lift. Lunati engineers specifically developed these camshafts for shorttrack Modified applications, Dirt Late Models, Sprint cars, and drag and street-strip vehicles. Depending on valve train weight, these new TL2 and TR2 camshafts provide stability up to 8,800 RPM. Included within its 30 new camshaft designs, Lunati has introduced smaller base circle designs that provide extra clearance in stroker engines. Lunati’s design begins at the first valve moment of the cycle, the exhaust opening point. By deliberately delaying the opening point, they generate more torque from the power stroke, consequently adding more power to the crank. This process occurs throughout the RPM band and is effective as long as the exhaust gases can be properly scavenged from the chamber at high RPM.
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POWER & PERFORMANCE NEWS
CRANK IT UP Lunati Voodoo Crankshafts Versatility is key when building engines to attain maximum power and torque. Lunati offers a wide range of high-quality, affordable crankshafts in strokes ranging from 3.350- to 4.750-inch with a diverse line of journal sizes. Incorporating features most commonly found only on high-end race products, Lunati Voodoo crankshafts are engineered from 4340 forged non-twist steel that is known for its durability and strength in high-heat applications. To add strength, all Voodoo cranks utilize micropolished journals, and the entire crank exterior surfaces are fully nitride heat treated to add further durability and hardness. To reduce crankshaft inertia weight for faster rotation, lightening holes are designed into the rod journals. In addition, the crankshaft counterweights are shaped and profiled for windage reduction for enhanced horsepower potential.
LUNATI
RACING RODS Lunati Sportsman Pushrods
ROCK ON After extensive track and dyno testing, Lunati’s new and improved Lunati Voodoo Aluminum Roller Rocker Arms are ready for their public debut. These CAD-designed, extruded aircraftquality aluminum and FEA-optimized rockers were engineered specifically for high-performance street engines. CNCmachined to precise tolerances, the “super-finished” rocker exterior surface increases durability and sheds oil. Lightweight yet strong enough to handle aggressive spring pressures and higher-lift cams, they feature optimized balance of strength and reduced moment of inertia for enhanced performance. The clipped trunion is secured to ensure positive side-to-side location, and the precision-sorted needle bearings allow the rocker to withstand higher valve spring pressure. Finally, these rocker arms are clearanced for higher-lift springs and camshafts. Available in a variety of ratios and diameters, they are designed as drop-in-fit rockers for Chevy, Chrysler and Ford small and big blocks, as well as Olds and Pontiac applications.
GENERIC
Lunati Voodoo Aluminum Roller Rocker Arms
Inferior pushrods can actually rob you of the HP gains from your cam swap... Maintain connection and eliminate deflection with our new Signature Series Pushrods™
LUNATI
Pushrods are the unsung heroes of any racing engine…if they survive the rigors of high-RPM racing-engine operation. When they don’t do their job, bad things happen. Lunati Sportsman pushrods utilize a one-piece, 0.080-inch-wall body that is manufactured from 4130 chrome moly steel for an overall stronger and lighter pushrod. The chrome moly is heat-treated to eliminate flexing, which in turn increases durability under the stress of high-lift camshafts and high-rev valve springs. Lastly, the Sportsman pushrods are black-oxide-treated to prevent corrosion, making them the perfect fit for street performance and mild race applications.
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HYPERTECH
SQUEEZE YOUR FUEL BILL Hypertech’s New E-CON Power Programmer Lets You Dial In Better Mileage Regardless of whether you run gasoline or diesel fuel, you can reduce your fuel consumption and get more power with Hypertech’s new E-CON Economy Power Programmer. The E-CON is designed for the driver who needs better fuel mileage and more power but doesn’t want to pay for other highperformance features. Every E-CON is programmed with Hypertech’s Max Energy Tuning, Diagnostics, and Back to Stock options. The
E-CON also comes with a USB cable and a CD containing software to enable quick updates over the Internet. Hypertech’s Max Energy Tuning extracts every bit of energy possible out of every molecule of fuel, with Hypertech E-CON customers claiming 2- to 6-mpg gains. To take advantage of E-CON’s benefits, simply plug Hypertech’s E-CON Economy Power Programmer into the vehicle’s under-dash connector and choose your tuning program, “Regular Octane” for gas vehicles and “Fuel Tuning A or B for Diesels,” that appears on the product’s scrolling screen. Then, with the push of a button, reprogram your vehicle’s computer with improved power and efficiency. Hypertech Power Programmers are designed so that the user requires no knowledge of computers or programming, and Hypertech has developed specific tuning optimization techniques that maximize engine power and efficiency to deliver the highest power gains for towing, smooth transmission operation and the best drivability. As an added benefit, Hypertech’s E-CON Economy Power Programmers have the ability to read and clear Diagnostic Trouble Codes (DTCs) or “check engine” lights. Plus, all Hypertech products are 50-state street legal and have a money-back, satisfaction guarantee.
MORE POWER TO PULL
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POWER & PERFORMANCE NEWS
R
HYPERTECH
HYPERTECH SPEEDOMETER CALIBRATOR
FASTER AND MORE FURIOUS
If you’re running non-stock tires, Hypertech’s Speedometer Calibrator can correct the speedometer and odometer for tires up to 54 inches (for most applications). This push-button device is engineered for the consumer who wants the speedometer recalibration functions of Hypertech’s Max Energy Power Programmer, but without the additional expense of the other tuning features. The Speedometer Calibrator also comes with a USB cable and a CD containing software to enable quick updates or upgrade via the Internet. Simply plug the Speedometer Calibrator programmer into the vehicle’s under-dash connector, select the tire height and new gear ratio, and in a matter of minutes, the vehicle’s computer is reprogrammed for accurate speedometer and odometer readings (as required by law). In addition, Hypertech’s Speedometer Calibrator reads and clears Diagnostic Trouble Codes (DTCs) or “check engine” lights. This gives owners the exact trouble code that’s affecting the vehicle’s operation without having to purchase expensive diagnostic computers or scanners used by dealership technicians. Plus, all Hypertech products have a 30day, money-back, satisfaction guarantee.
Hypertech’s Max Energy Sport Power Programmer Is the Only 50-State, StreetLegal Tuner for Imports Keep it clean with Hypertech’s Max Energy Sport Power Programmer. The California Air Resources Board has granted Hypertech certification for 2003-2010 Honda, Infiniti, Nissan, Mazda, and Subaru vehicles and designates the Max Energy Sport Power Programmer as legal for sale and use on the street in all 50 states. Hypertech’s Max Energy Sport, with push-button technology, not only optimizes horsepower and torque but also offers specific features for your make, model and year. Now you can personalize your vehicle’s performance to suit specific needs or uses, such as: RPM “rev” Limiter, Top-Speed Limiter, V-TEC Controller (Honda/Acura Only), 0-60MPH Electronic Throttle Restriction, Read & Clear Diagnostic Trouble Codes (DTCs), Return To Stock Or Change Option Settings, and it’s Internet-updateable. Its plug-push-and-go installation takes less than 15 minutes and does not require any tools or a laptop, and the Max Energy Sport has a 30-day, money-back, satisfaction guarantee.
HYPERTECH www.hypertech.com
Hypertech Max Energy Power Programmer for Gasoline Trucks Power is at your fingertips with Hypertech’s new Max Energy Power Programmer. This is a “no compromise” performance tuner, regardless of whether you run premium or regular gas. Hypertech’s Power Programmers allow you to achieve maximum power and performance— optimized tuning over the entire rpm band, proper transmission shifting, and many other adjustable features. If you’re running non-stock-height or -width tires, Hypertech can correct the speedometer
(901) 382-8888 and odometer readout for tires up to 54 inches tall. In addition, Hypertech’s Max Energy Power Programmers have the ability to read and clear Diagnostic Trouble Codes (DTCs) or “check engine” lights, adjust shift points, shift firmness and raise the top-speed limiter and rev limiter. Plus, the new Max Energy has a USB connector to allow updates via the Internet. And, as always, you’ll be street-legal because all Hypertech products are emissions-certified for use in all 50 states.
You can feel confident that Hypertech’s Max Energy Power Programmer is the best choice. Hypertech is…and that’s why it is the only tuning company that offers a money-back, no-questions-asked guarantee. Hypertech Programmers are compatible with most 19962010 Dodge, Ford and GM trucks and SUVs. For complete application information, go to www.hypertech.com.
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PRODUCT SPOTLIGHT
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FLEX-A-LITE
FLEX-A-LITE www.flex-a-lite.com
(866) 447-5967
COOL YOUR 5.0 Flex-a-lite Radiator/Fan for the ’79-’93 Ford Mustang 5.0 Flex-a-lite’s custom radiator/fan combo for the 1979-1993 Mustang 5.0 (PN 52185) will boost horsepower and mileage by eliminating your stock radiator and clutch fan. Glass-reinforced nylon surrounds the new S-blade design, providing better blade support for impact resistance. This system moves 3,300 cubic feet per minute, draws up to 18 amps of power and dissipates over 50 percent more heat than competitive 16-inch fans on the market. The Flex-a-fit radiator is constructed of all aluminum; internally finned tanks absorb added heat; external fins increase radiator surface 300 percent; and the T-fin design simplifies accessory mounting. The entire unit measures 21-5/8 x 18-7/8 x 7 inches.
DOUBLE THE COOLING EFFECT Flex-a-fit Direct-Fit Radiator and Electric Fan Combination for First-Generation Camaros Looking for a radiator/fan system that can really handle those extreme underhood temperatures? Flex-a-lite now offers a direct-fit Flex-a-fit radiator with patented extruded side tanks for the popular ’67-’69 Camaros. The radiator-and-fan combination (PN 52187) includes the Flex-a-lite 16-inch Black Magic X-Treme electric fan and adjustable electronic controller and air-conditioning relay. The radiator-and-fan combination replaces the stock belt-driven fan for more horsepower, quicker engine warm-up and cockpit control of the fan.
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POWER & PERFORMANCE NEWS
FLEX-A-LITE
SLIM PROFILE A Lot of Cooling Capacity in a Small Package Sometimes you need an extremely efficient radiator, but you just don’t have that much room to work with. Specifically, it can be tough to have enough space between the core support and the engine to fit the radiator and cooling fan. That’s why Flex-alite expanded its patented Flex-a-fit radiator sidetank technology with a new Slim Profile version. This new model reduces the thickness of the radiator from 3-3/4 inches to only 2-1/4 inches. This leaves more room in crowded engine bays where engine pulleys and accessories would interfere with a thicker radiator. Flex-a-lite offers 18 part numbers in the Slim Profile line, including PN 62180, which measures 27-1/2 x 18-5/8 inches overall, and just 5-7/8 inches thick with an electric fan already mounted, and 2-1/4 inches thick without a fan. All Slim Profile radiators are available with or without electric fans mounted to them.
KEEP YOUR COOL Flex-a-fit radiators are manufactured in the U.S. with a two-row all-aluminum core handwelded to the side tanks with their patented “T” channels to dissipate heat more efficiently. The “T”channel construction also makes mounting accessories such as a transmission cooler or overflow tank easy. Radiator mounting brackets are included for a direct bolt-in fit to the stock location, and the “T” channel provides a more secure attachment for these mounting brackets. The Flex-a-lite fully shrouded 16-inch S-blade electric fan moves 3,300 cfm and comes premounted to the radiator from the factory. The fan draws 18 amps and includes a control module for adjustable temperature setting and air-conditioning relay. A terminal on the controller also is included for a manual override switch.
Flex-a-Chill Protects Your Cooling System and Helps Keep Your Engine Cool Summer or winter, a poorly prepped radiator won’t handle any form of engine heat regardless of the season. Flex-a-lite introduces its firstever engine-coolant additive, Flex-a-Chill, which delivers cooling and protection that reduces the temperature of the cylinder heads without the need for additional coolant gels. With a lower pH level (8.5) than many competing products, Flex-a-Chill is designed specifically to protect your expensive aluminum engine parts and radiator from electrolysis that corrodes the parts from the inside out. The Flex-a-Chill formula contains organic compounds that will prevent contaminates such as calcium and magnesium from developing into scales that clog your cooling system. Flex-a-Chill is a “bubble buster”— providing improved contact with cooling surfaces and better contact means better heat transfer by as much as 20 degrees Fahrenheit. Flex-a-lite’s Flex-a-Chill is compatible with all types of antifreeze and provides 100-percent corrosion protection with straight water. It utilizes corrosion-inhibitor technology validated by ASTM testing, preventing scale and blockage inside the cooling system. Flex-a-Chill is environmentally friendly, race-track-surface approved and 100-percent water-soluble, so it leaves no film behind. PPNDIGITAL.COM
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MSD IGNITION CRANKING WITH CONFIDENCE MSD Ignition APS Starters Are Built to Handle HighCompression Engines All the horsepower in the world is useless if your engine won’t fire. Make sure your starter is up to the task regardless of the compression ratio with MSD’s Advanced Power System (APS) Starters. These red powdercoated gear reduction starters feature a 4.4:1 cranking ratio for excellent torque and a 3.4hp motor for excellent power to get things moving. The ball-bearing-supported armature and pinion gear ensure long life and excellent service, and the reduced overall size of the starter casing makes certain there is enough clearance around oil pans and exhaust headers/systems. The billet mounting block helps keep the starter in place with a strong, solid base that won’t vibrate loose. As a special benefit, the starter can be “clocked” to help with additional clearance when needed. Currently, MSD offers starters for Chevy V-8s (153- and 168-tooth, PN 5095), LS-Series (PN 5096), and Ford small blocks (PN 5090). MSD also offers a compact replacement starter for Chrysler engines from small blocks to 440s (PN 5098). Additional starter designs are expected in the future.
RELIABLE CONNECTIONS MSD Pro-Crimp Tool Wiring problems are the worst. But having the right tools for the job can help you get off on the right foot by making solid, worry-free connections that eliminate the error factor. MSD’s Pro-Crimp Tool features interchangeable jaws that work perfectly with AMPs (butt-connectors), Deutsch and Weathertight connectors. The standard jaws used on the Pro-Crimp Tool (PN 35051) are designed for MSD’s 8.5mm Super Conductor Spark Plug Wires and make terminal ends just like the professionals. The Pro-Crimp is built from sturdy plate steel and covered with a thick plastic handle designed to take the abuse of a toolbox. A great feature is a ratchet system that makes sure there is a tight crimp before the Pro-Crimp releases, ensuring a perfect connection. There is also a quick-release safety switch to release the Pro-Crimp when required. Before you start your next wiring project, think about how much a Pro-Crimp Tool could help you out.
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POWER & PERFORMANCE NEWS
MSD IGNITION
MSD IGNITION WIRING DIAGRAMS AVAILABLE IN IPHONE APP Now available free in the iTunes App Store, the MSD Ignition Wiring Diagrams and Tech Notes app offers an all-new outlet for customer help—perfect for late-night wiring thrashes. MSD took the Wiring Diagrams and Tech Guide book and broke it down into a simple app that you can view from your cell phone. When the app opens, users start with 25 different sections from which to select. Each section offers sets of instructions and/or wiring diagrams that work together to make work on MSD parts a breeze. A directory of more than 150 wiring guides helps users out in a pinch. A favorites list makes it easy to narrow searches to only the items owned—no need to scroll through all of the options. The app also has a dealer locator. Enter your Zip code and the phone will display a listing of the closest authorized MSD dealer. The app currently works for iPhone, iPod Touch, and iPad. It will be available for Android phones soon. Watch for updates that will expand the app’s capabilities.
MSD IGNITION www.msdignition.com
(915) 857-5200
SPARK-ARRESTING DEVICE MSD’s Ignition Tester Allows Simple Check and Repair of Any Ignition Problem Diagnosing engine woes takes time and careful analysis. Ignition problems are particularly challenging due to the complexity of today’s ignition systems. The MSD Ignition Tester allows you to check the entire ignition system without having to disassemble any of the wiring or changing engine operation. The MSD Ignition Tester produces a simulated trigger signal that fires the ignition just as if the engine were running. A special, load-producing clip-on spark plug is included to connect to the coil wire to test the spark condition. If the spark is unable to jump the gap of the tester, there is an ignition problem and further diagnosis can be conducted. The Tester features a digital rpm display that reads the simulated rpm so you can test rpm limits, rpm-activated switches, shift lights and tachometer accuracy. Compatible with 4-, 6- and 8-cylinder engines, the MSD Ignition Tester will simulate engine rpm up to 10,000. PPNDIGITAL.COM
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POWERHOUSE/RHS facebook.com/PowerhouseProducts
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POWERHOUSE/RHS MEASURING UP Powerhouse Black-Anodized Valve Spring Height Micrometers Precision equipment is worthless unless the operator can read exactly what the gauge is indicating. To help ensure perfect accuracy, Powerhouse Products Valve Spring Height Micrometers are now available black anodized for ease of reading (in contrast to the white indicator markings) and also deliver superior corrosion resistance. Powerhouse Valve Spring Height Micrometers are the quickest, easiest, most accurate way to measure valve spring installed height. This new finishing process also helps protect against stains and corrosion. Simply install any of these micrometers just like a valve spring, and then expand the tool until it fully seats the valve, locks and retainer. The
tools are read like a micrometer and are accurate to 0.001-inch because the simulated seat pressure creates ultra-precise measurements. The shortest model is for 4- and 6-cylinder engines, while the taller versions cover most V-8 applications. In addition, Powerhouse now offers a model specifically designed for Beehive Valve Springs.
POWERHOUSE PRODUCTS www.powerhouseproducts.com
(800) 872-7223
MAKING THE BIG DOG BIGGER RHS Pro Elite Aluminum Cylinder Heads for LS7 Applications RHS adds to its new line of GM LS cylinder heads with Pro Elite Aluminum Cylinder Heads designed specifically for LS7 applications. These new heads are the aftermarket’s only high-performance LS7 heads that feature a raised intake runner design specifically engineered to accommodate production and aftermarket LS7 intake manifolds and valve train setups. RHS Pro Elite Aluminum Cylinder Heads for LS7 applications are designed with a 12-degree valve angle and unique 0.220-inch raised intake runners to provide a better line of sight into the cylinders and allow for an improved short turn. In addition, custom CNCmachined runners optimize volume, atomization and velocity. Engineered from 355T6 aerospace-grade aluminum alloy, the heads also feature the popular LS 6-bolt head design, making them compatible with both the RHS LS Race and GM LSX blocks. The design
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POWER & PERFORMANCE NEWS
also increases clamping capacity to improve cylinder head gasket retention on highhorsepower and boosted applications. These features, plus a 0.750-inchthick deck surface, increase component integrity in high-cylinder-pressure applications. In addition, the Pro Elite Aluminum Cylinder Heads for LS7 applications have a reinforced solid rocker rail engineered for shaft-mount rockers to provide increased rigidity and valve train stability. Raised 0.400-inch valve cover rails provide clearance for aftermarket rocker systems, while the raised runner and rolled valve angle increase overall flow capability. These features, coupled with an improved water jacket design, make them ideal heads for both small- and large-cubic-inch, hardcore street applications.
RACING HEAD SERVICE www.racingheadservice.com
(877) 776-4323
facebook.com/RacingHeadService twitter.com/RHSWins
FAST facebook.com/FASTWins
PRODUCT SPOTLIGHT
twitter.com/FASTEFI
NO FUELIN’ AROUND FAST Race and Street/Strip Fuel System Kits Take the Guesswork Out of Switching from Carbs to EFI Proper delivery of fuel—in the correct amounts—is key to any engine’s best power-making skills. To that end, FAST has taken the next step in making electronic fuel injection easier with complete fuel system kits for race and street/ strip applications. FAST
NO-HEADACHE EFI FAST EZ-EFI Engine and Transmission Control Kits Help Transplant LS Gen III/IV Powertrains in Any Vehicle Looking for the best way yet to get your new Gen III or IV powertrain up and running quickly and efficiently? Innovator of EFI technology, FAST has developed a full line of complete-solution EZ-EFI engine and transmission control kits for LS Gen III/IV powertrains. The new EZ-EFI kits allow anyone to easily run a GM LS Gen III/IV engine and transmission outside of its original vehicle and factory controller. The FAST kits are the perfect “no headache” and “no expert required” complete solution for transplanting late-model engines into customs, street rods, muscle cars and other projects. Everything is covered, from fuel to spark and from engine through electronic transmission. The optional package stages allow you to select the right level of kit based on your individual needs. The kits are available in four different options: Engine Kits; Engine Kits with EZ-TCU Transmission Controller; Engine & Manifold Kits; and Engine & Manifold Kits with EZ-TCU Transmission Controller. The Engine Kit combines the revolutionary self-tuning EZ-EFI with the bolton XIM coil-on-plug ignition to give LS applications the easiest self-tuning electronic fuel injection system available.
FAST
FAST www.fuelairspark.com
(877) 334-8355
Race and Street/Strip Fuel System Kits are available for all street performance applications and most bracket and super class drag racing categories. These kits are perfect for those switching from carburetion to EFI, building new EFI engines or simply upgrading their current fuel system. The FAST Race and Street/Strip Fuel System Kits are component-matched systems that include everything you need to supply your stateof-the-art, high-performance, EFI-equipped engine. The FAST Race Fuel Systems include fuel pump, pre-filter, post-filter, Y-block and fuel regulator, as well as the system fittings and wiring harness. Best of all, the components used to create these kits are made of aluminum and stainless steel to ensure years of long, trouble-free service. The FAST Street/Strip Fuel Systems utilize OEM high-quality fuel pumps with filters and FAST regulators, as well as the necessary system fittings, terminals, wiring, hoses and clamps. Fittings are -6AN size or barb equivalent.
The Engine with Transmission Control Kit combines the EZ-EFI and XIM with the EZ-TCU for maximum control over shift points, shift firmness and shift speed, all without a laptop or tuning experience. The Engine & Manifold Kit adds the FAST LSXRT Intake Manifold, Big Mouth Throttle Body, fuel rails, sensors and more for an easy extra 30-plus-horsepower gain. For a complete powertrain control package, the Engine & Manifold Kit With EZ-TCU offers the most advanced engine management system on the market today. This kit combines the EZ-EFI, XIM, EZ-TCU, LSXRT Manifold, Big Mouth Throttle Body and fuel rails. Three versions of each kit are available: a basic kit with no fuel pump; a complete kit with inline fuel pump system; and a complete kit with an in-tank fuel pump system. All kits work with stock ignition coils (coils and coil harness not included—all OEM and aftermarket coils are compatible, except D585 truck coils). Kits include OEM-quality FAST sensors and fuel injectors (where applicable). No matter what level of LS engine control you are looking for, FAST has an EZ solution for you.
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facebook.com/pages/Coker-Tire-Company/46500852991
PRODUCT SPOTLIGHT
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COKER TIRE HOOSIER PRO STREET RADIALS Folks have been putting big-’n-little tire and wheel combinations on their hot rods for quite some time, and that trend escalated during the ’70s, when Pro Street was a hot topic. The issue with driving a Pro Street car on a regular basis is the tire’s construction. Most super-wide tires feature a bias-ply construction and a tread pattern that doesn’t lend itself well to wet-road driving. However, this new line of Hoosier tires features a radial construction and a directional tread pattern that helps drivability, no matter the driving conditions. These Hoosier Pro Street Radials are available in four sizes for the front and 14 sizes for the rear, so there are lots of ways to mix and match the sizes to create your desired look. The front-runners are designed for 6-inch-wide wheels, while the rear tire sizes fit 8- to 17-inch-wide wheels, depending on the tire size. The rear tires are perfect for a tubbed hot rod or street machine. Among the product line, the overall diameter for rear tires ranges from 27 inches to 32 inches, while tread widths range from 8 inches to a whopping 16.8 inches.
BFGOODRICH RADIAL T/A SPEC REDLINE The redline tire has been a favorite for muscle car enthusiasts for quite some time, and it’s no wonder Coker Tire had great success with its line of redline tires. Coker Tire developed bias-ply tires in a number of sizes, including OEM sizes for classic car applications, such as the Ford Mustang and Chevrolet Corvette. As for modern radial tires, Coker Tire has those, too, under the BFGoodrich Silvertown, American Classic and Coker Classic brands. Now, Coker has introduced a new tire to the redline product line, the BFGoodrich 245/55R18. As described by its sizing, this new tire is designed for 18inch wheels, which is the largest redline available from Coker Tire. This tire was originally designed for the new Redline Series Hurst Camaro, a brand-new muscle car offering that is born from a collaboration of efforts from Hurst Performance Vehicles and BFGoodrich. The car is a strong performer with its turbocharged V6, and it rolls on a set of special-edition BFGoodrich Radial T/A Spec tires with a thin redline sidewall treatment, just like the old days! Only 50 of these cars will be built per year, but BFGoodrich is teaming up with Coker Tire to offer a limited run of the 18-inch redline tires, allowing folks with standard Camaros and other modern muscle cars to roll on a set of redlines.
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POWER & PERFORMANCE NEWS
COKER TIRE
M&H RACEMASTER DRAG RADIAL Since the introduction of the tire commonly referred to as “drag radial,” a lot has changed in the drag racing world. Racers are going just as fast on radials as they’re going on slicks, which says a lot for modern drag racing tire technology. M&H Racemaster has a full line of tires it calls the Radial Drag Racing Tire, built for drag racing, but legal for the highway. These DOT-approved tires feature a soft compound for drag racing, and the necessary tread to meet DOT standards. Now, M&H has added several new sizes to its Radial Drag product line, all of which are available from DragRaceTires.com. The new sizes open the door for even more applications, but they still retain the same great features as the other Radial Drag tires that are on the market. These tires are applicable for many makes and models, including the majority of modern muscle cars. With six new sizes for the rear and three new front-runner sizes, the new M&H Radial Drag tires add a great deal of versatility to the entire product line.
N E W S I Z E S AVA I L A B L E
FRONTS: 26/8.50R15 26/8.50R17 26/8.00R18
REARS: 245/55R15 275/50R15 28x14.50R15
315/50R16 275/40R17 245/40R18
COKER TIRE www.cokertire.com
(866) 513-2744
DragRaceTires.com
(866) 513-2743
PHOENIX RACE TIRES There are lots of choices for drag racing tires on the market, but only Phoenix Race Tires are bred from Firestone technology. Drag racers are all about consistency when it comes to tires, and Phoenix has proven to be the top dog in Sportsman racing series across the country. Phoenix Race Tires are a favorite among bracket racers and Super Stock racers, and the new radial slicks seem to be a popular item. With over 30 sizes to choose from, including seven front-runner sizes, Phoenix Race Tires has a versatile product line to fit many types of drag racing vehicles, be it a dragster, door slammer or anything in between. The most popular tire is the 14.0/32.0-15, as it is the most common for all types of drag cars, while three compounds are available throughout the product line: F9, F14 and F31. Phoenix also makes a few sizes to cater to the outlaw racing crowd, all with 10.5-inch tread width.
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TCI AUTO facebook.com/TCIAuto
PRODUCT SPOTLIGHT
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TCI
TCI AUTO www.tciauto.com
(888) 776-9824
FIGHTIN’ READY TCI Launches New StreetFighter Torque Converter for 2010-2011 Camaros The 2010-11 Camaro is one of the hottest muscle car platforms on the planet, with great styling and performance. Now you can make it that much better with TCI’s StreetFighter Torque Converter. Built tough enough to handle more radically prepared street/race applications, the internal furnace-brazed components increase the unit’s strength to withstand high-horsepower and nitrous applications. The extra-durable, heat-treated splines, sprag races and hub will stand up to harder launches off the line, while the aftermarket billet front and clutch assembly stop the chance of converter clutch slippage under heavy-throttle racing requirements. But with its combination of strength and drivability, the StreetFighter Torque Converter for 2010-2011 Camaros offers excellent performance for street use as well. As with all TCI torque converters, it also features the TCI proprietary HDT (Heat Dissipating Technology) Coating, which enables cooler temperatures and more efficient drivetrain operation. Each TCI torque converter is built to exact specifications and is Triple Tested during assembly. Triple Testing includes run-out testing, leak testing and computer balancing so you can be confident you’re getting a quality torque converter capable of handling whatever you throw at it. Manufactured to withstand the rigors of nitrous injection systems and other poweradder options, the StreetFighter Torque Converter is a must whenever horsepower has been increased.
EZ TRANS TUNING TCI EZ Transmission Control Unit Makes It Easy to Program Electronic Transmissions Without a Laptop or Special Software For computer-controlled transmissions, nothing beats the new TCI EZ-TCU by FAST. Best of all, no software, laptop or tuning experience is required. Simply install this new transmission control unit according to the included instructions, and then start the system by answering the simple Setup Wizard questions on the included hand-held unit. It’s that easy; the EZ-TCU does all the work for you! The EZ-TCU is fully configured and ready to run right out of the box—no tuning necessary. But for those who demand customization, the unit is also optionally fully programmable based on load, speed and rpm. TCI and FAST engineers took a page from the very successful
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POWER & PERFORMANCE NEWS
FAST EZ-EFI Self Tuning Fuel Injection System and designed the EZ-TCU programming interface to be completely intuitive. There is no real expertise needed if you want to custom program your calibration. The EZ-TCU is capable of real-time switchable calibrations, which allows for multiple setups. Run one calibration on the way to the track, and then with the push of a button, have a more aggressive setup ready for the race. The multiple shift modes include full manual mode for using bump or paddle shifters. Compatible with most popular GM transmissions, including the 4L60E, 4L65E, 4L70E, 4L80E and 4L85E, as well as the TCI 6x Six-Speed Transmission, the EZ-TCU allows for maximum electronic control over shift points, shift firmness and shift speed. Self-diagnostics allow users of every skill level to fully utilize the EZ-TCU. The complete kit includes the transmission control unit, hand-held unit and wiring harness.
ZEX facebook.com/ZEXNitrous
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ZEX
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ONE-STEP NITROUS LS Series Perimeter Plate Nitrous System Making nitrous kits easy, safe and powerful has always been the directive of ZEX engineers when designing its easy-toinstall nitrous systems. The ZEX LS Series Perimeter Plate Nitrous System incorporates three advanced nitrous technologies, each of which gives LS applications a significant power advantage over conventional plate systems. Adjustable from 100 to 250 horsepower, the complete, race-ready ZEX LS Series Perimeter Plate Nitrous System uses three cutting-edge technologies to provide optimum spray efficiency and fuel distribution for both cable and throttle-by-wire engines. The ZEX Perimeter Plate Nitrous System is a direct fit for all 90mm and larger “4-bolt”-style OEM and aftermarket throttle body/manifold combinations, as well as the new FAST LSXR/LSXRT 102mm intake manifolds. The ZEX LS Perimeter Plate routes nitrous through a series
ZEX www.zex.com
(888) 817-1008 of internal passages, which causes the nitrous temperature to drop to -127 degrees. This cryogenic phenomenon effectively turns the plate into an ultra-efficient Cryo-Sync, cooling your throttle body and intake manifold for additional horsepower. The LS Perimeter Plate’s Perimeter Injection Technology then utilizes 12 injection points around the perimeter of the intake manifold’s inlet to create a perfectly atomized blend of fuel and nitrous. Finally, the LS Perimeter Plate’s Airflow Enhancement Technology injects nitrous at an optimized angle that creates a pocket of intense low pressure just behind the throttle body. This low-pressure area enhances airflow into your engine, further boosting the power of your LS application. The throttle-by-wire LS Perimeter Plate Nitrous System utilizes an electronic TPS switch to activate the nitrous at wide-open throttle.
FASTER 5.0 FORDS ZEX Nitrous System for 2011 Ford Mustang GT 5.0L ZEX introduces the market’s first plug-and-play nitrous system specifically designed for the new 2011 Ford Mustang GT 5.0L, capable
of up to 175 additional horsepower. With the release of the new 2011 Ford Mustang GT 5.0L, ZEX engineers have custom-designed a nitrous system specifically tailored to the vehicle’s new 5.0L V-8 engine. Engineers at ZEX not only tuned the kit to add 75 to 175 additional horsepower, but also made the installation easy and ensured engine safety at the same time. This innovative nitrous system’s Active Fuel Control adjusts fuel delivery with changes in nitrous bottle pressure, so your engine never runs too rich or too lean while spraying. In addition, the system also offers an electronic TPS switch for reliable system activation at wide-open throttle, which is perfect for the Mustang’s throttle-by-wire system. These patented, innovative features are what make a ZEX
nitrous system unlike any other kit out there. The easy-to-install ZEX nitrous system is available in both the classic purple powder-coated bottle and the new Blackout series with its black powdercoated bottle. This ZEX kit is simply the easiest way to add serious performance to the new Mustang GT, while at the same time ensuring engine safety. With all the extra torque and horsepower, it’s not uncommon to see over 1-second quicker e.t.s in the quarter mile!
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PRODUCT SPOTLIGHT
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DUPONT
DUPONT HOT HUES www.pc.dupont.com
HOT HUES HOT PINSTRIPE EFX DuPont Hot Hues’ Hot PinStripe Efx products are highperformance striping colors that provide exceptional coverage, gloss and clearcoat compatibility with trouble-free application and excellent brushability. They deliver superior results in 20 solid and metallic colors. Because Hot Hues’ Hot PinStripe Efx products can be used over or under a clearcoat, they are perfect for adding customization to any OEM finish or custom vehicle. Create your own custom striping color by mixing Hot PinStripe Efx colors together. Simple enough for use by a novice graphic artist or for the most experienced pinstriper.
DUPONT CROMAX PRO WATERBORNE BASECOAT DuPont Cromax Pro is the most productive, easiest-to-use waterborne basecoat collision repair system. With no flash time between coats, high hiding coverage and faster drying times, Cromax Pro makes it possible to refinish more cars faster than ever before. Extensive hands-on training from DuPont makes transitioning to Cromax Pro as smooth and simple as possible. More than just a VOC-compliant basecoat, Cromax Pro is an opportunity to improve productivity and profitability.
DUPONT PERFORMANCE COATINGS www.pc.dupont.com
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POWER & PERFORMANCE NEWS
CHROMA LE Designed to work with DuPont Cromax Pro waterborne basecoat, Chroma LE is a family of innovative, easy-touse 2.1 VOC products that deliver dependable performance from primer surfacer to sealer to clearcoat. • ChromaSurfacer LE 3004S is a two-component, primer surfacer designed for fast cure and easy sanding. • ChromaSeal LE 30X0S can be topcoated with Cromax Pro in as little as 20 minutes. • ChromaClear LE 5100S Multi-Panel Clearcoat provides real value through ease-of-use and high versatility.
DUPONT
DUPONT HOT HUES CUSTOM FINISHES DuPont Performance Coatings introduced Hot Hues, a high-quality system of custom finishing products, which includes special two- and three-stage basecoat colors, concentrated candy dyes, and other special-effect finishes. These products unleash the hottest, most vivid colors and special-effect finishes. DuPont introduced Cromax Pro Waterborne Basecoat Hot Hues Colors at the Specialty Equipment Market Association (SEMA) Show in 2008. The waterborne formulations of Hot Hues colors conform to the strict low-VOC standards of Southern California and other parts of the U. S. that limit emissions of volatile organic compounds. These colors—especially the metallics and pearls—offer depth and vibrancy comparable to solventborne basecoats. They will also cover better, so the painter will use less product. Hot Hues features popular basecoat colors such as Midori Sour and Green Xtreme (greens), Blue Mood and Sapphire Trance (blues), and Medieval Forest and Shamrock (greens). In addition to these vivid colors, a collection of soft pastel colors includes shades such as: Buttercup, Key Lime, Cool Peach and Soft Violet. The offering also includes industry builder signature colors: Boyd Red and Smooth Yellow (Boyd Coddington), Himsl Platinum and Moon Dust (Dominator Street Rods), and Rutterz Red (Rutterz Rodz). Hot Hues continues to create new and exciting colors such as Sedona Dust, Black ’n Blue and SubLime. If it’s that “old school” look you’re after, choose Hot Hues Hot Rod Black. This 2K single-stage product provides excellent matte finish and color retention without chalking or fading. It is also ideal for under hood, graphics, stripes and accents.
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45
ART
THE
OF THE SHORT BLOCK It’s a simple concept that still allows for huge engine creativity, yet makes it easy to build your next street or racing engine. And, for those who think only street builders want prebuilt short-block engines—guess again. More and more racers are finding Dart’s preassembled engines the best way to get the basic engine completed while still allowing for personalizing the performance through builder selection of the camshaft and lifter and cylinder head and intake creativity to make sure they build powerful engines—fast. The folks at Dart learned a long time ago that the basic building blocks of engine building are fairly straightforward. The key is to build a solid foundation with strong crankshaft, rod and piston pieces, and of course using a very strong engine block that can handle the power ultimately desired. With Dart engineers primed with experience and plenty of track-tested parts on hand (especially the engine block itself, which Dart built using the same sound principles of construction found in the development of its cylinder heads and intake components), the rest was a simple snap of the torque wrench to create today’s preassembled engines. The basic Dart short-block assemblies fit Ford and Chevy small-block fans’ demands for a solid engine base on which to start the process. Dart offers a range of forgedcrankshaft-based small blocks with your choice of high-strength connecting rods, and in the case of the Chevrolet small block, either forged or Hypereutectic pistons. With two different small-displacement engines available, there is one to fit your needs. For the engine builder looking for largerdisplacement Ford or Chevy platforms, Dart
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POWER & PERFORMANCE NEWS
Dart Preassembled Short Blocks Make Engine Building Easy
DART SMALL-BLOCK chevy short block: 383 or 400cid
Why buy a “cookie cutter” crate engine when you can have a true performance-engineered engine assembly from Dart’s Special High Performance group? All small-block Chevy short blocks from Dart are built around a high-quality SHP block and premium components, with plate-honed cylinder bores, internally balanced rotating assembly, flat top pistons with full floating pin, connecting rods with 3/8-inch cap screws, Hastings moly rings, Clevite bearings and coated cam bearings.
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engine break-in tips How to ensure your engine delivers premium service and all the power you paid for
1. After engine installation, verify that the crankcase is filled with non-synthetic motor oil. Dart recommends Royal Purple break-in oil for the first 250 operating miles. After the first oil change, Dart recommends Royal Purple 10W40 synthetic oil to maximize performance and engine longevity. Be sure to verify that all other necessary engine liquids have been supplied. 2. Prime the engine with oil before startup using an engine-oil priming tool. This will ensure that oil gets into the bearings before you start the engine. The engine should also be primed after sitting for extended periods. 3. Check to verify that the vehicle emergency brake is set, the wheels are chocked and that the vehicle cannot accidentally fall into gear.
Select Camshafts Like An Expert The Next Evolution Of Cam Selection Software COMP Cams® CamQuest™ allows both PC and Mac users to select the perfect cam & valve train parts by answering just ten application-specific questions. The easy-to-use, online program (no download required) suggests the top matching camshafts based on your engine combo and usage. Even better, a built-in virtual dyno provides estimated HP & torque numbers.
4. Start the engine and adjust the initial timing. The ignition timing should be set to 32 degrees on Chevy engines and 28 degrees on Ford engines. The engine idle speed should be set to 1,000 to 1,200 rpm for hydraulic roller cams and 2,000 to 2,500 rpm for flat cams. Rotate the distributor counterclockwise to advance the timing and clockwise to retard the timing, and remember to leave the vacuum advance disconnected during this procedure. 5. Allow the engine to warm up before driving the vehicle. Oil sump and water temperatures should be around 18 degrees F before placing a load on the engine. 6. The engine should be driven through a range of loads and conditions for the first 30 miles without a wide-open throttle or sustained high-rpm operations. Run five medium-throttle accelerations to around 4,000 rpm and back to idle. Then make three hard-throttle acceleration runs to about 5,000 rpm and back to idle. 7. Change the oil and oil filter. Dart recommends 10W40 Royal Purple and a Fram oil filter. Inspect the oil filter and oil for any foreign particles to ensure that the engine is functioning properly. 8. The next 500 miles should be driven under normal conditions and without aggressive operation. Avoid exposing the fresh engine to extended periods of high load until after 500 miles have been completed.
Try It Now FREE @ camquest.com • Selects the perfect cam
9. After 500 miles, change the oil and filter again and inspect these parts for any particulate matter again.
• Accurate & easy-to-use
10. Remember that synthetic oils are not suitable for the break-in process and should be used only after the second recommended oil change.
• Live technical resources
• PC and Mac compatible
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47
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AND FORD SHORT-BLOCK ENGINES
ART
THE
OF THE SHORT BLOCK has 427cid engines that allow the builder to extend the power potential achievable. These extremely popular engines further reinforce engine-builder confidence. When combined with Dart’s top engine parts, this package is not to be matched and still leaves plenty of room for building high-torque, durable engines. Take a look at these listings and note the unique platforms that can serve as the basis for your next engine—whether race or street bound.
DART 427CID CHEVY AND FORD SHORT-BLOCK ENGINES
DART SMALL-BLOCK FORD 427CID SHORT BLOCK
Features: • Built on Dart’s powerful Ford SHP 9.5-inch block for excellent reliability. • 4.125-inch bore and 4.000-inch stroke. • Internally balanced rotating assembly. • Plate-honed cylinder bores. • Forged 4340 steel crankshaft. • Forged 4340 H-beam rods with 7/16-inch cap screws. • Forged dish top pistons with full floating pin. • Hastings moly rings. • Clevite bearings. • Coated cam bearings for added durability.
Engine Performance: With Dart Pro 1 heads, single-plane intake and hydraulic roller cam (236-degree at 0.050-inch lift) 750-cfm carburetor. Compression ratio 99:1 with 58cc heads and 0.045-inch gasket; 9.5:1 with 62cc heads and 0.045-inch gasket. 550 horsepower at 5,700 rpm 545 lb-ft at 4,800 rpm.
The Dart 427cid Chevy short-block package has been rigorously tested and carefully designed and assembled by the same builders that build Dart’s high-performance racing engines.
Features: • Built on Dart’s powerful SHP block for excellent reliability. • 4.125-inch bore and 4.000-inch stroke. • Internally balanced rotating assembly. • Plate-honed cylinder bores. • Forged 4340 steel crankshaft. • Forged 4340 H-beam rods with 7/16inch cap screws. • Forged dish top pistons with full floating pin. • Hastings moly rings. • Clevite bearings. • Coated cam bearings for added durability.
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POWER & PERFORMANCE NEWS
F fo y
T H E A RT O F T H E S H O RT B L O C K
DART SMALL-BLOCK FORD SHORT BLOCK: 347 OR 363CiD Today’s Ford enthusiasts have a lot of options when ordering their new street or racing engines. Dart offers a range of small-block, smalldisplacement engines—most notably its 347- and 363cid displacements. Each of these engines can be had with a wealth of different Dart internal parts to ensure long life and top performance. Standard optional equipment choices include Ford fan favorites such as forged pistons and either forged or cast crankshaft and I-beam or H- beam rods with high-strength ARP rod bolts. These highly tested engines give Ford fans a head start on performance with pre-engineered, dynotested engine combinations from Dart’s Special High Performance group. All small-block Ford short blocks from Dart are built around a high-quality Ford SHP block and premium components, with plate-honed cylinder bores, internally balanced rotating assembly, connecting rods with 3/8inch cap screws, Hastings moly rings, Clevite bearings and coated cam bearings. Additionally, all SHP Ford short blocks come with forged flat top pistons with full floating pins.
SOURCE
DART MACHineRy www.dartheads.com
(248) 362-1188
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49
Spin AND Win How the COMP Cams Spintron Facility Helps Produce Engines That Win on the Racetrack There’s an old racer’s adage that says you don’t race on the dyno, you race on the track. The point is that it doesn’t matter what numbers you can make on the engine dyno if you can’t back it up in the real world. The same thing can be said for the Spintron, but if you are smart, you can use the Spintron machine to help you win races on the racetrack. The Spintron is an ingenious machine that allows you to determine exactly how any valve train component will perform in a running engine, and COMP engineers keep theirs running in a near constant state of operation, testing the performance potential of new components and combinations. And in order to keep up with the real-world issues racers and performance enthusiasts may be having, COMP also sometimes invites engine builders to test their setups on the COMP
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POWER & PERFORMANCE NEWS
Cams Spintron—regardless of what brand of components they are running. Not too long ago, during a bench-racing session, Keith Dorton, owner of noted stock car race engine shop Automotive Specialists, said he credits some of his championships in the USAR Pro Cup Series to his working relationship with COMP Cams and the benefits of the COMP Spintron testing programs. Dorton builds race engines that compete in everything from the local Saturday night racetrack to the NASCAR Nextel Cup Series, and a strong contingent of teams race his engine packages in the USAR Pro Cup Series. Just a couple of years ago, Dorton had developed a race-winning engine package but was struggling with part failures without an obvious cause. “We were breaking valve train parts,” he explains. “It wasn’t an everyday occurrence, but in our business even one failure is too many. One of the biggest issues was, we were breaking rocker arms, and we were blaming the aluminum rocker arms for being too weak, so we had the rocker arm manufacturer make us some steel rocker arms. “That eliminated the problem with breaking rocker arms, but then the weak links started showing up elsewhere—pushrods, valve
Engine builder Keith Dorton stands with one of his PASS Series Super Late Models. Dorton builds a wide variety of high-performance race engines.
One of the five different Spintrons used for testing in the COMP Cams Research & Development facility.
This is one of the many valve movement graphs Dorton collected over three days spent testing with COMP Cams engineers on the COMP Spintron. Here, you can see the dip that represents unstable valve movement at peak lift.
springs, retainers, beating out the valve locks, spring seats cracking, and things of that nature. So we knew we were not in complete control of the valves, and that’s when we contacted COMP looking for some ideas. We were using their camshaft and were very happy with the power it was making, but we couldn’t live with the valve train failures.” Dorton says that after discussing his problems with some COMP engineers, they invited him to the COMP facility in Memphis, Tennessee, to see if they could find the best solution by testing on the Spintron. A Spintron is essentially a setup designed to allow you to effectively simulate the stresses a running engine places on the valve train but in a controlled environment. A large electric motor spins a special crank in an engine block prepared specifically for testing. By installing the timing chain, camshaft, pushrods, rockers and even the valves you are using, you can spin the crank at any RPM you like and simulate the engine running at that RPM. Special measurement equipment can measure valve movement, bounce, pushrod flex and just about anything else you can think of. Over the years, extensive Spintron testing at COMP Cams has pushed the science of making horsepower forward in many different areas. For example, COMP Cams is one of the leaders in lightweight valve spring technology. While the standard industry solution to maintaining valve control at high RPM has always been to install stronger (and heavier) valve springs, COMP performance Beehive Valve Spring designs have proven that, by intelligently designing a lightweight valve spring, you can often maintain valve control at the same RPM with less spring pressure— which is easier on the entire valve train. And that’s just one example of how Spintron testing can help push the boundaries in valve train technology. “So we took them up on their offer and sent up the cylinder heads and different cam profiles that we had run,” Dorton says. “We also sent different rocker arms and valve springs that we had tried.
These aluminum shaft mount rockers worked in other setups but couldn’t take the punishment from Dorton’s aggressive camshaft.
“Their staff was very helpful and spotted the problem right away. We were getting a bounce right at peak lift. It would come in at 7,800 RPM and above.” Of course, spotting the problem is a lot different than correcting it. Dorton says that it would have been an easy fix to swap in a camshaft with a gentler opening ramp and call it a day, but it was that superaggressive cam profile that he and COMP had developed for this engine package that was making race-winning power, and he couldn’t afford to give that up. “We were kind of between a rock and a hard place,” he says. “We’ve built our reputation on winning, and we’d worked real hard to find all that power in our Pro Cup engine package and didn’t want to give it up. But you also won’t make it very long as an engine builder if your customers can’t be confident that their engines are going to make it to the end of the race. So we gave the COMP guys a really tough task because we wanted more durability but we didn’t want to give up any power.” And so the testing continued. One advantage of Spintron testing is that it can greatly speed up the testing process, and that advantage was certainly put to use during this session. Dorton says that during the testing session
at COMP, many ideas for possible solutions were tested and discarded. “We tried different cam profiles, bigger pushrods, different spring combinations, you name it,” Dorton continued. “Many helped some, but nothing really got us to the goal until one of the engineers suggested we try putting back on the aluminum rocker arms that we had been breaking originally. “When we did that, the graph of the valve motion smoothed right out. It turns out that the aluminum rocker arm was acting like a shock absorber for the system. So, the way we ended up was that COMP was able to design a cam profile around those aluminum rockers to protect them. They even managed to do it while maintaining the engine’s peak power levels. Then we were able to take that engine back to the track knowing that our customers had enough power to win races and be confident that it wouldn’t break on them unexpectedly, either. It really was just a great amount of knowledge that we gained. Being able to test on the Spintron with those guys really was a win/win situation for us.”
A CHEVY RACE ENGINE BUILT BY AUTOMOTIVE SPECIALISTS AT THE TIME THE COMPANY BEGAN STRUGGLING WITH INTERMITTENT ROCKER FAILURES. PPNDIGITAL.COM
51
COOLING
PERFORMANCE How to Keep Your Performance Car Cool s t ory an d p h o t os b y C ole Q u innell
SOURCE
FLEX-A-LITE www.flex-a-lite.com
(877) 767-0554
So you just built a hot new engine for your ride. You fill up the fluids, hit the key and take it for that first drive. Ahhh, the satisfaction of another increase in performance, the sound of the exhaust, the beauty of steam escaping from under the hood…wait, what’s that?!? You’re in good company. Anyone who has modified cars for a period of time has come across a cooling problem. Sometimes just changing from exhaust manifolds to headers is enough to push a marginal cooling system over the edge. And if you’re working on a car that hasn’t had a new radiator in 20 years or more,
If you run a belt-driven fan, you need to have a proper fan shroud to avoid overheating in traffic. This Chevy II has a shroud that covers the radiator core well, but the fan blades don’t protrude into the shroud. The blades should be half in and half out of the shroud for optimum airflow, and there should be approximately 1 inch of clearance between the tip of the fan blade and the shroud opening.
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POWER & PERFORMANCE NEWS
you’re on borrowed time. Beyond running into an overheating problem, you may also want to look at your cooling system as an opportunity to gain more performance at the rear wheels. If you’re running a belt-driven fan, you’re using engine power to spin it, power that could be used to spin your tires instead. How much power depends on what type of fan—a heavy sevenblade clutch fan moves a ton of air and requires a significant amount of force to turn when the clutch is engaged. And often switching from a belt-driven fan to an electric fan will also
Converting to an electric fan is a good way to pick up some power and solve overheating issues at slow speed or idle. Just like a mechanical fan, though, proper shrouding is very important. This Flex-a-lite dual fan has a rectangular shroud. The company offers many electric fans that cover a wide variety of radiator dimensions.
COOLING PERFORMANCE
What’s Your Problem? One of the most challenging parts of creating a performance cooling system for your car is identifying where your problem lies. It’s tempting to dive in and start changing parts, but a little investigative work may save you time and money. Here are a couple of rules of thumb. If your car keeps cool on the highway but overheats in traffic, you have an airfloaw problem. If your car overheats in both highway and traffic conditions, your radiator isn’t up to par. This is also true if your car runs cool until you get into situations where you’re making a lot of power— at a race, for example. Also consider when the overheating started. If you’ve made changes that have added significant horsepower, then more engine heat can be expected. But we’ve also heard of overheating problems being caused by the ignition timing slipping 5 to 10 degrees, or switching to a carburetor that was much leaner. Think about what modifications you made just before the overheating started to see if it’s a cooling system issue at all.
Improving Airflow If you’re overheating only in traffic and at low speeds, you need more airflow through the radiator. When you drive at highway speeds, you’re forcing more air through the radiator regardless of how much air the fan moves, but at slow speeds or at a stop, the only airflow is created by the fan. If you have a belt-driven fan, do you have a fan shroud? If not, this could be your problem, but even a properly shrouded
belt-driven fan may not move enough air at low-engine RPM to cool your radiator. This is when an electric fan makes a nice cooling solution, because it can spin at full speed, pulling maximum airflow, even when your engine is idling. Switching from a belt-driven fan to an electric one also gives you a performance benefit by completely removing the mechanical load of spinning the fan from the engine. This means more power to the wheels and even a fuel-economy gain. Removing a belt-driven fan that mounts on the water pump also reduces the load on the pump. This can lengthen the life of the bearings in the water pump. What if you already have an electric fan and you still have an overheating problem only in traffic? Then you probably don’t have the right electric fan. There are hundreds of different electric fans with different airflow specifications and mounting features. An electric fan that pulls 1,500 cfm isn’t going to keep 700 horsepower cool. You need to scale the cfm rating of the fan with the power output of the vehicle. But cfm isn’t the only factor. Pulling air through as much of the radiator as possible is important. That’s why the Flex-a-lite Black Magic Extreme fans and the company’s dual-fan systems with full shrouds work so well. These pull air through a large surface area, and most of the dual-fan systems pull between 2,500 and 6,000 cfm. The Black Magic Extreme is a single fan that pulls 3,300 cfm, which is plenty to keep most muscle cars cool, even if they have big-block engines.
4
.com
Your Source
For High Performance
Merchandise From All Your Favorite Performance Brands www.gearheads4life.com
Radiator Technology The radiator world has completely changed in the past 30 years. When muscle cars were rolling off the assembly line, a four-core brass and copper radiator was required to keep the big-block and Hemi-powered cars cool. Bigger was the only way to be better at that time. What
Airflow is the key measurement for determining the cooling capability of an electric fan. Fans that pull between 2,500 and 3,300 cfm will keep most street engines cool. This Flex-a-lite setup uses a variable speed controller that adjusts the fan speed as temperature rises. This results in airflow of 2,740 to 4,600 cfm, which will keep just about any car cool!
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improve how well your cooling system works and give you a boost in fuel economy. That’s a combo that’s hard to beat.
53
If your car runs hot all the time, not just at idle, your problem is most likely an insufficient or failing radiator. Radiators deteriorate over time, but most of the time we make performance improvements to the engine to make more power and forget that more power means more heat. we know now is that, while a four-core radiator might be good for holding a lot of coolant, it’s not that good at letting air flow through the core to transfer the heat to the atmosphere. The thick core is very restrictive when you try to pull air through it with a fan. That’s why new cars went to two-core construction in the ’90s, with tubes that measured 1-inch wide instead of the traditional 3/8-inch. Most performance aftermarket radiators now have the same two-core design, with 1-inch tubes. Over the past couple of decades, aluminum has become a favorite material for radiators, but do you want to know a secret? Aluminum isn’t the most efficient material for heat transfer. When it comes to radiators, brass and copper are. Aluminum is favored now because it’s lightweight, and, frankly, it looks cool. About six years ago, though, Flex-a-lite introduced a patented Flex-a-fit radiator side-tank design that greatly improved the efficiency of heat transfer while maintaining aluminum radiator construction. The key is an extruded side-tank profile that creates cooling fins on the inside and outside. On the inside, these fins increase surface contact with the coolant. On the outside, there is greater contact surface with the air. The side tanks are 135 percent more efficient at transferring heat than a sheet-aluminum side tank found in most aftermarket radiators, and it is even 41 percent more efficient than a brass radiator tank. The outer fins form channels that T-bolts fit in to make mounting electric fans, brackets and all sorts of things easy to attach to the strong side tanks.
Radiator and Fan Combos An ideal way to purchase a radiator and electric fan that you know will work together is to purchase a combo from a manufacturer. The company has determined which fan fits the radiator best, and will provide enough overall heat transfer (aka cooling). There are two flavors of these combos: direct fit and universal. A direct-fit radiator and fan combo will bolt right into a specific car. For example, Flex-a-lite offers Flex-a-fit radiator and electric fan combos for Camaros, Mustangs and other models. These come completely assembled and in most cases retain all of the factory fasteners and mounting locations. Since Flex-a-lite manufactures both the fan and the radiator, it engineered them to fit to each other perfectly, optimizing the cooling that is possible. It doesn’t get much easier than this for installation, as well as to know that you have enough radiator and airflow to keep your performance car cool.
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POWER & PERFORMANCE NEWS
You can also order a custom radiator. This ’66 Chevelle needed a bit more clearance at the bottom to clear the area where the core support bolts to the frame. A 45-degree angle at the bottom of the side tank was exactly what was needed. The inlets and outlets were also placed on the same side of the radiator for an LS engine swap.
COOLING PERFORMANCE
The Only Performance Six-Speed Automatic Built For Hot Rodders
Manually Shift Through Six Gears Or Enjoy Full Automatic Cruising – The Innovative TCI® 6x Six-Speed™ Transmission Delivers More Of Everything Hot Rodders Want (photo courtesy of Flex-a-lite) Flex-a-lite makes quite a few directfit radiator and electric fan combos. This one fits ’67-’69 Camaros, and the company also makes them for most Mustangs, later-model Camaros and other models. Flex-a-lite also offers a couple dozen universal-fit radiator and fan combos. You can order the radiator without the electric fan.
Very seldom will a product come along that delivers the total package of improved performance, superior driving experience and enhanced fuel efficiency. With the ability to instantly select between fully programmable automatic or manual sixspeed shifting, the all-new 6x Six-Speed™ Transmission will forever change your hot rod’s driving characteristics for the better. Utilizing the strong case of GM’s 4L80E, the unique TCI® design is engineered 100% in house and is so different than anything else on the market that the technology is currently patent pending. Most importantly, the 6x Six-Speed™ is a true high performance transmission built to handle 850+ horsepower, and it includes a limited lifetime warranty. The TCI® 6x Six-Speed™ is available as a complete drivetrain package that includes everything you need to get your GM, Ford or Chrysler powertrain shifting through six gears in no time. This package includes a 6x Six-Speed™ with the proper bellhousing for your engine application, Outlaw™ Two-Button Shifter for manual shifting, flexplate*, harnesses, Max Shift™ fluid, cooler, dipstick and all the necessary control electronics. When used together, you get the most functional and innovative drivetrain combination on the market – it’s time to take control of your hot rod driving experience. • Available for Chevy Small Block, Big Block & GM LS engines, as well as popular Ford, Chrysler & Pontiac applications up to 850 HP • Includes 6x Six-Speed™, Transmission Control Unit, Outlaw™ Two-Button Shifter, flexplate*, harnesses, cooler, Max Shift™, ATF & locking dipstick
* Flexplate included with Ford, Chrysler & Pontiac Kits
Got A Unique Application? Give us a call. TCI® will custom design & build the exact drivetrain package for your vehicle & usage.
TRANS HELP™ 1.888.776.9824 TCIAUTO.COM
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The Flex-a-fit radiator from Flex-a-lite features a patented sidetank design that incorporates cooling fins on the inside and outside. This significantly increases surface contact for better heat transfer. It also makes mounting the radiator brackets, an electric fan and other accessories a breeze, using T-bolts to slide into the channels.
• Six forward gears & fully programmable automatic or manual shifting deliver better acceleration, fuel efficiency & reliability from your hot rod
55
THE AGE OF
AquEOuS DuPont’s Waterborne Paint Is Good for All Involved
S T O RY B Y M AT T E M E RY
A clean and well-lit spray booth allows the sprayer to see the condition of each layer of paint and inspect for runs and other paint flaws. It is critical to monitor the temperature in the booth as well, as the temperature will affect the amount of thinner and material used, drying times between coats, and the final result.
Although many corporations get a bad rap nowadays, some of them, such as DuPont, are not only finding ways to make their products better but are also being environmentally responsible at the same time. With its line of Cromax Pro basecoat paints, DuPont has embraced the waterborne process of spray-painting automobiles (along with Standox’s Standoblue and Spies Hecker’s Permahyd Hi-TEC waterborne paints); all three brands are based on DuPont’s 3WB or third-generation waterborne technology, which employs wet-on-wet application and 1.5-coat coverage to allow shops to paint more cars in less time for less money. Much like it sounds, waterborne paint uses water, along with other additives, rather than purely solvents, to suspend the paint particles in the mix. This “aqueous” method is in full compliance with laws in many states and counties regarding the lowering of VOCs (volatile organic compounds). Perhaps the
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classic example of an aqueous-based solvent is Windex, which essentially uses water to suspend the cleaning agents and carries them to the dirty surface where the agents can do the actual work (along with a little elbow grease, that is). DuPont uses that same concept with its Cromax Pro paint, as well as other brands of waterborne paint, Standox’s Standoblue and Spies Hecker’s Permahyd Hi-TEC. The water carries the pigments to the vehicle’s metal surfaces, where the water evaporates, leaving the newly painted surface behind. Up to now, automotive spray paints used solvents to suspend the pigment, and it’s those solvents that are causing all the problems with not only the environment but painters, too. With literally billions of gallons of solventbased paints being produced and applied, the numbers add up quickly. And, as anyone who has stood in a paint booth while the paint is flying around knows, it’s not a healthy place to
Note the proper use of a safety suit and respirator. Gloves and goggles are recommended, too.
Each panel was primered and block-sanded with 600-grit paper prior to painting. A table such as this helps prevent the parts from moving while being painted. Covering the top of the table with masking paper will prevent it from receiving extra layers of paint and primer in future paint efforts.
You can’t be too clean when preparing to paint. This panel was cleaned with soap and water and then grease and wax remover to eliminate blocking debris. A tack rag gently wiped over the surface works great, too. Complex pieces such as this deck lid require compressed air to remove the last bits of water and dust that can hide in the channels and creases.
Simple things such as paper plugs or old bolts will help keep threaded inserts clean and free from paint or primer. Clean them out with a tap when you are finished painting to make sure the threads are completely clean.
be. Typical solvents presently used in paints use aliphatic hydrocarbons, which contain really great things such as ethyl acetate, glycol ethers, and acetone—a true witch’s brew by any account. Motivated by cost, environmental concerns, and regulations, the paint and coating industries, of which DuPont is an acknowledged leader, are increasingly shifting toward aqueous or waterborne paints. This is nothing new to the OEMs, though, as waterborne paint has become the standard (70 percent of all OEM vehicles painted today use waterborne paint). There are many reasons for this, and worker safety and environmental concerns are only the start. The real reason the OEMs are turning toward water-based paints is that, in the long run, they cost less than solvent-based paints. You didn’t think the OEMs were doing it out of the goodness of their hearts, did you? Yes, there are upsides to the new waterborne process, and for the OEMs and the local shop, the main one is that it takes less paint to cover a vehicle compared with solvent-based paints. Here are the numbers: It takes only two coats to paint a vehicle, whereas solvent-based paint requires three to four coats, including a flash coat to get things started. Technically, DuPont says it takes one and a half to two coats. That means not only is less material used overall (which means less money for material), but less time is spent painting a vehicle, too—a win-win if we’ve ever heard one. Speaking of less time, the new waterborne paint also doesn’t require any flashing, or drying between coats. It can be applied while the initial coat is still wet. That’s right. DuPont calls this its “wet on wet” process, which means the painter is able to apply the two coats of Cromax Pro needed to do the job at one time, with no drying time necessary between coats. Not only time is saved, but it also eliminates potential problems. Gone is the chance of anything happening to one applied coat while waiting for the chance to apply the next coat. Even with the high-volume evacuation systems that are standard in paint booths, there’s always the chance that some airborne particle will fall onto the car during the waiting process or while opening and closing the door of the booth. Plus, it reduces the chance that someone will bump a painted part while entering or exiting the booth during the process. Another difference is that, with the Cromax Pro, fans are used to dry the paint rather than time or heat. So, once the water carrying the pigment to the metal has evaporated, the paint is effectively dry. All three processes will work, but with fans simply blowing (clean) air across the vehicle, the drying process will happen faster and with less energy than heating an entire paint booth. As with any new process, applying the Cromax Pro is slightly different than applying solvent-based paints. For one, the spray gun must be constructed with a stainless steel nozzle, needle and air cap. The stainless steel construction is needed because of the water in the mix, as the water would corrode a standard gun. The new gun also has a slightly different air cap and nozzle design, because the waterborne paint is applied at a higher flow rate but with a lower air pressure. Companies such as Sata and many other spraygun manufacturers already have developed these guns, so there is no problem acquiring the necessary tools. One note: Since it has different characteristics (nozzle design) and operates at lower air pressures, the gun should be dedicated to waterborne paints and not be used for solvent-based paints. The application of the waterborne paint is basically no different than with any solvent-based paint (or lacquer for that matter). For the first coat, DuPont recommends that the spray gun be held approximately 8 PPNDIGITAL.COM
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inches from the surface, and that a 75 percent overlap per pass be used. The second coat is applied from a distance of 12 inches, again with a 75 percent overlap. While most paints are affected by humidity to a certain degree, it seems the waterborne paints are even more influenced by it. To combat this, DuPont offers two controllers, one for humidity above 30 percent and one for below. Also, be aware that the standard strainers, which filter out any impurities prior to the paint being poured into the hopper, are not designed to be used with water. The water in the mix may actually cause them to disintegrate. New strainers have been designed to work specifically with the new waterborne paints. We’re not sure if these new 125-micron strainers can be used for ordinary solvent-based paints, but it’s the little things that can cause problems. Another point is that ambient temperature needs to be at least 50 degrees before the Cromax Pro can be applied. Prepping a vehicle for painting with the Cromax Pro is no different than with any other type of paint. The body is straightened and sanded exactly as with any solvent-based paint. In fact, the primer is still a solvent-based product, and the primer is blocked and sanded as usual. The primer, since it is solvent based, is applied with a standard high-pressure gun and allowed to dry according to the usual procedure. Once the primer coat has been applied and prep sanded, it’s time for the waterborne basecoat. As stated, waterborne paint can be applied in virtually one continuous stream with little or no time between coats. DuPont recommends that the painter simply walk around the car, keeping a wet edge the entire time—or, in the case of, say, painting a hood and fenders, that the painter begin at the far edge of the fender and work his way across the fender, over the hood and down the other fender. After the pieces (or car) are covered with the initial coat, the process starts all over again. One of the beauties of the water-based Cromax Pro is that there is no need to flash the panels and then wait for it to dry before proceeding with the job. This time savings alone, not to mention the reduced amount of material needed to do the same job (two coats of waterborne as opposed to three to four with solvent-based paints), is worth any extra price that the new material may cost. Once the basecoat has been applied, the next step is to allow the paint to dry approximately one half hour (with the aforementioned fans blowing on the car) before applying the clear coat. As is the norm nowadays, the Cromax
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Air-line pressure is critical to proper paint gun operation. While low-pressure spray guns don’t require as much air to apply the paint, you still need enough air for paint delivery.
Filter the paint as it enters the paint gun reservoir. This is an HVLP gun. These guns are especially efficient and require only about 10 psi to operate.
Test the paint delivery before attacking the panel to be painted. The paint fan should be even throughout. Keep a consistent distance from the surface to avoid runs and potential sags in the paint. It’s always easier to avoid these problems altogether rather than fix them later.
Paint filters are fairly standard, but don’t forget to grab them when you pick up your paint. The protective gloves can be changed often.
Spray-gun nozzles are adjustable (the inner fittings are changed) depending on the paint being used. Ask your paint professional which one is right for your project. This is a 1.6 nozzle.
Three coats of base color paint were applied and then three coats of clear. The panel was worked from each side into the middle, making sure to cover the edges. The gun should never be closer to the panel than 18 inches and can be tested beforehand to make sure the pattern is appropriate. If the gun spits at any time, stop and clean the nozzle with acetone and start again. Avoid having the air hose or spray gun contact the wetpainted panel or vehicle, or you’ll need to repair it by letting it dry and sanding out the flaw.
SOURCE
DuPONT
upgrade2water.dupont.com
Pro is a two-stage paint process, so it isn’t any different than a typical paint job in that respect. The clear coat is a solvent-based coat, not waterborne, so the usual process is observed. It’s been said that one can’t apply too many coats of clear, but a flash coat followed by four to five is plenty. Once the clear has been applied, the paint is allowed to dry thoroughly for at least 24 hours. Then the fun part begins: sanding. With high-end shops, the wet-sanding procedure is elaborate. In the same way that a huge amount of time is spent prepping the body for paint, the show-winning custom shops spend an equal amount of time on the back end. The process starts with a light cutting of the clearcoated surface with 800-grit paper 24 hours after the clear is sprayed, but the real sanding process begins a week or so after the paint has been applied. The real wet sanding starts with 600-grit paper, using blocks to keep the paper in contact with the surface. The sanding process is quite involved, beginning with 800grit paper and then working up through 1,000-, 1,500-, 2,000- and 3,000-grit paper. Producing a quality paint job is labor-intensive, and the sanding process epitomizes this, but there’s no other way to get that deep effect. From there it’s on to buffing with assorted compounds and final glazes. The same process works for waterborne and other solvent-based paints. To get a complete tutorial on the Cromax Pro, DuPont has a very informative website that covers many of these points. In fact, it has a series of videos on the site that cover the entire process. Instructional videos include everything from correct mixing ratios and how to cut in and blend with existing paint, to offering suggestions on fans and guns. DuPont even has a toll-free phone number listed for those who need information quickly, so the answers to any questions are only a phone call away. It’s been said that the times they are a-changing, and the paint industry steering toward more environmentally friendly compounds is just another example. But just because the waterborne paint process is environmentally friendly doesn’t mean it can’t be both good and cost effective. DuPont has a long history of producing products that are better than what came before while at the same time being better for those working with and buying them.
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COYO TE CAMSHAFT
CRUSADE
Brenspeed Maximizes the Performance of the New COMP Cams 5.0-Liter Camshafts for 440 RWHP in the Mustang GT STORY AND PHOTOS BY BARRY KLUCZYK
For the classic Windsor-based 5.0-liter engine, a camshaft swap was an elemental part of building big horsepower—and the biggest question was whether you needed the greater duration and more overlap of the “B303” cam or the higher lift of the “E303” cam. Twenty years later we’ve got a new 5.0-liter engine, and camshaft selection remains just as important. In fact, it’s even more so because, with four cams per engine instead of only one—as well as the factor of infinitely variable timing adjustments via the camshaft phasers—getting it all just right means the difference between a rewarding boost in performance or an expensive exercise in futility. Here’s the thing with the new “Coyote” 5.0-liter engine: Those cam phasers already do a remarkably good job at balancing the engine’s performance across the entire RPM band. The 5.0-liter engine makes respectable low-end torque and really wails at the upper end, delivering its 412 peak horsepower at 6,500 RPM in the Mustang GT and 444 horses at even higher RPM in the Boss 302. In fact, the 5.0-liter will easily spin to 7,500 RPM—a level that would have induced parts flinging on the old Windsor 5.0 liter. But while the computer-controlled aspects of the Coyote engine’s performance are impressive, they are nonetheless limited to the physical dimensions of the camshafts themselves. When you alter the shapes of the
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A cam swap for the new 5.0-liter “Coyote” engine means four boxes are delivered, which is the big reason the investment in them is around $1,300 to $1,400 for the set. Note the specific part numbers and description for each cam on the boxes’ labels. Each camshaft is specific to its position in the engine.
C OY O T E C A M S WA P
The new, billet-machined camshafts are designed to be used without the need for stiffer valve springs. They are used with the factory cam phasers, which must be removed from the stock cams and transferred. COMP Cams engineered the cams with an integrated counter-balance design that reduces vibration and unwelcome harmonics that can occur with the comparatively large lobes of all those cams spinning at high RPM.
For the Stage 2 camshafts used here, their specs include lift specs of 0.492 inch on the intake cams and 0.453 inch on the exhaust cams. Duration at .050 inch is 228 degrees on the intake cams and 231 degrees on the exhaust cams. All of the cams share a 126-degree lobe separation angle. For comparison, the stock cams feature 0.472-inch intake/0.432inch exhaust lift specs and .050 inch duration specs of 211-degree intake/211-degree exhaust.
cam lobes, performance is going to change, even with the phasers doing their thing. COMP Cams (compcams.com) has been whittling away on Coyote cam profiles since before the new 5.0-liter Mustang hit the street and already offers six specific grinds—three performance stages each for naturally aspirated and supercharged engines. That is no small feat, because although designing new cam profiles is relatively straightforward, the cam phasers have changed the rules when it comes to validating their
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A baseline test was performed prior to the new cams’ installation. On Brenspeed’s DynoJet chassis dyno, the 2011 GT project car put down 421 rear-wheel horsepower. That’s significantly more than bone-stock, thanks to long-tube headers, a coldair induction system and a power tune.
1) There are a million small details involved with the camshaft swap—much more than we have room to show you. We’ll concentrate on the important ones concerning the camshafts themselves, but to remove the stock ones, the cam covers and front cover need to be removed. The fuel system requires disconnection and the fuel rail is removed, but, fortunately, the intake manifold doesn’t need to come off the engine.
effectiveness. The phasers perform essentially like individual clutches for each camshaft, adjusting their centerlines to advance or retard timing. That’s tricky enough to deal with on, say, a single-overhead-cam engine, but the Coyote engine has phasers for the intake and exhaust cams—and the cams’ lift and duration specs differ between the intake and exhaust sides, too. “The factory cams and phasers do an excellent job when it comes to performance, which made it hard to improve on them— especially at low RPM,” says Matt Patrick of COMP Cams. “The profiles of our camshafts are designed for maximum performance at the upper half of the RPM band, where the 5.0-liter engine really sings.” With the “X” factor of the phasers to contend with, careful, knowledgeable tuning has never been more important. COMP Cams has done significant development work in-house, but it has also relied on tuners in the field to deliver real-world feedback. That includes Indianabased Brenspeed (brenspeed.com) and the shop’s founder, Brent White. “I’m a fan of the cam phasers in most applications,” he says. “They offer a big
2) Removing the front cover requires the removal of the balancer—but to do that, the cooling fan has to be moved out of the way. Also, the radiator has to be drained and the water pump and thermostat housing are removed.
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advantage in creating optimal fuel economy at cruising speeds and big power at wide-open throttle.” But White says tuning to accommodate the phasers is definitely a new game. “It is a painstaking process to draw out the maximum potential of the camshafts, because various cam angles generate improved power and torque at various RPM levels—and the wrong cam angle can cost 100 lb-ft immediately,” he says. “This can make calibration very timeconsuming because you’re trying to dial in the best angle for each RPM. Fine-tuning the cam angles is not necessary to make the engine run properly, but it is necessary to take full advantage of the new cam grinds.” We recently visited Brenspeed to watch over the shoulders of a set of Stage 2 camshafts going into White’s own ’11 Mustang GT. It already wore a set of full-length headers, a cold-air kit and one of White’s tuning upgrades, but was otherwise stock between the throttle body and exhaust ports. It made an impressive 421 horsepower at the rear wheels. That’s around 500 horsepower at the crank—about 80 horses more than stock—which ain’t bad at all for car with a few bolt-ons and a tune. It took about a day to swap out the original cams with the new COMP Cams parts. The accompanying photos provide an overview of the steps involved. It is a relatively straightforward process, with no special tools, although there are some additional parts needed to complete the project, including COMP Cams phaser limiters. It’s not something we’d recommend for the novice do-it-yourselfer. Besides that, immediate tuning is required to get the engine running properly, so it is definitely a job that’s best left to a professional tuning shop.
C OY O T E C A M S WA P
By the way, the phaser limiters are a must to prevent catastrophic piston-to-valve clearance issues. They physically limit phasing to only 10 camshaft degrees (20 crankshaft degrees), while enabling maximum intake advance and exhaust retard. Fortunately, none of COMP Cams’ Coyote camshaft systems requires new valve springs. That’s great, because, frankly, this isn’t a lowcost upgrade. The street price for the quartet of cams is around $1,300 to $1,400, while the phaser limiters and a few other miscellaneous parts—including a number of torque-toyield fasteners that must be replaced during reassembly—will cost a few hundred dollars more. The installation labor and tuning at your friendly neighborhood Mustang shop will run probably in the neighborhood of $1,000, so the bottom line for the project illustrated here is around $2,800. And, as they say in the fine print, your cost may vary. For the investment, however, the new camshafts perk up an already rev-happy engine. The newfound horses, though, took some coaxing to come out of the barn. After the camshafts were installed and a very preliminary tune with the camshafts’ specs was uploaded, the engine barked to life and settled into an idle that had a mild yet noticeable lope. It sounded good, and White immediately strapped the Mustang to Brenspeed’s DynoJet dyno, where it made 429 rear-wheel horsepower. That was only 8 horsepower more than the baseline, but that didn’t matter to White. “We’re just getting started,” he announced. “It’ll take a while, but the numbers will keep climbing as we discover the best cam angles.” Over the course of a few days, White continued his adjustments, and horsepower numbers continued to climb, until the total was 21 additional rear-wheel horsepower, or 440 RWHP in total. Keep in mind that a very aggressive tune had already pushed the engine to its lofty 421-RWHP mark, so the gains with the cams don’t look as dramatic as if the engine had no tune at all. Look at it this way: The engine makes a stunning 525 horsepower at the flywheel—more than 100 horsepower greater than stock—in a naturally aspirated combination that includes simply headers, cold-air intake, cams and tuning. Wow. Of course, that’s not all due to the camshafts, but they are the catalyst for the big gains. The Stage 2 cams were designed for strong mid- and upper-end power, up to about 7,000
3) As shown here, a conventional puller is used on the balancer, and there simply wouldn’t have been room to use it with the cooling fan assembly in place.
4) Finally, the front cover is unbolted and removed. Unlike a cam swap with a threevalve engine, in which one of those wedge tools can be used on the timing chain, there’s simply not enough room to maneuver when the cam covers are removed—so, the front cover has to come off.
6) After the timing chain is removed, the cam bearing caps are unbolted and pulled off. Each pair of camshafts lifts off the head as an assembly, with the phasers still attached.
7) The cam bearing caps must go back in the same positions. Each is numbered and has a pointer to indicate the front of the engine.
5) Next, the timing chains are removed. Again, there are many steps and sub-steps when it comes to this project, including a number of variations on the procedures that are common with the older, three-valve engines. We’re just hitting the highlights here, but the biggie to keep in mind is that the crankshaft position is different for either cylinder bank, and the crank keyway—not the timing mark— must be in the 12-o’clock position for each bank when each respective chain is removed. PPNDIGITAL.COM
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8) Brenspeed strayed from the COMP Cams instruction sheet by pulling off the cams with the phasers still in place. It was done this way because it’s easier to remove the secondary timing chain tensioner (arrow) between the cams, as well as perform the other tasks required to swap the phasers on to the new cams.
9) Word to the wise: See this little spring with the “flower” cap (arrow)? Each phaser has one, and it may pop out when the phaser is removed from the camshaft. Don’t let it get away. Each must be reused, and if it shoots into the abyss under the shop bench, you won’t get another by running down to the auto parts store. Be aware of these springs and don’t let anything happen to them.
11) To ensure the phasers are clocked correctly in relationship to one another, the secondary timing chain is slipped on their sprockets. The phasers are positioned correctly when one of the colored chain links is lined up directly over the indicator mark on one phaser and the two colored links on the opposite side of the chain straddle the indicator mark on the other phaser, as shown here with the highlighted circles.
12) The phasers are then bolted to the camshafts, using new torque-to-yield fasteners (Ford PN BR3Z-6279-A). Twelve of the individually packed bolts are needed. They’re torqued to 11 lb-ft and then turned an additional 90 degrees.
10) One of the COMP Cams phaser limiters—PN 5493 (set of four)—must be used in each phaser (they’re not included with the camshafts). They’re necessary to prevent engine-killing piston-to-valve clearance problems with the higher-lift, longerduration cams. Each simply drops in place to limit phasing to 10 degrees.
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13) As noted earlier, it is extremely important to ensure the correct cams are placed in the correct positions on the engine. Fortunately, COMP Cams etches them with the part numbers. Note the “RE” designation on the part number of this cam. It stands for right-hand exhaust. The other cams are identified similarly: LE for left-hand exhaust and RI and LI for right-hand intake and lefthand intake, respectively.
14) Next, the new camshafts are installed on the cylinder head. Again, Brenspeed deviated from COMP Cams’ instructions by installing the phasers on the cams prior to the cams’ installation on the engine. The instructions call for installing the phasers after the cams are installed, but the Brenspeed method worked just fine.
C OY O T E C A M S WA P
RPM, and that’s exactly where the power gains were realized. The dyno showed horsepower remaining more or less flat below 5,000 RPM, when compared with the baseline test, but picking up significantly after that. And where the stock cams fell off the cliff after the peak power was achieved, the COMP Cams camshafts continued to sustain power longer during its fade-off. “We’ve found the optimal power range for the Coyote engine to be between 5,000 and 7,300 RPM, and the new camshafts exploited that perfectly,” White says. “The stock intake manifold becomes a fairly significant restriction above 7,000 RPM, so Ford’s Boss manifold is something to consider. In fact, these cams and the Boss intake would make a great combination for a racer.” Although White still planned to experiment further, our deadline loomed and he was confident the 21 more rear-wheel horsepower was representative of the cams’ potential. It also was within only a few horses of what COMP Cams’ internal testing achieved. “It’s a great performance gain that you can really feel in the seat of your pants,” White says. “As we continue to grow our experience tuning
15) New cam bearing cap bolts must be used (Ford PN N806183-S437) because the originals are torque-to-yield fasteners that cannot be reused. They’re first tightened to 53 lb-in, then finished with a 45-degree turn.
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16) The primary timing chain installation mirrors the method of the secondary chains; when it comes, ensure the correct position. A colored link on one end of the chain (arrow) lines up with the indicator on the crankshaft sprocket, while another colored link lines up with an indicator on the end of the camshaft/phaser assembly (arrow). The left-bank chain goes on first. 17) To prevent leaks, it’s a good idea to use a dab of black RTV sealant wherever there is a break or parting line with the front cover.
18) Here’s the reassembled engine, ready to rock on the chassis dyno. The installation took about a day by an experienced technician who’d already been inside a few Coyote engines. No exotic tools were required for the job, although a torque wrench with an angle gauge is necessary. 19) Brenspeed’s Brent White uploads his initial tune for the cams with an SCT programmer. Initial testing delivered only modest results, but White kept refining the inputs for the intake and exhaust cams until he found the combination that unlocked the cams’ potential.
20) At the time we went to press, the best performance on the dyno was 440 rear-wheel horsepower, which was more than 100 horsepower greater than stock. Torque peaked just shy of 388 lb-ft, which wasn’t bad, but the cams are about high-RPM horsepower, not low-end torque. In all, it was an effective upgrade that will become more worthwhile as additional airflow-enhancing mods are made to the Coyote 5.0 engine.
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SOURCES
BRENSPEED www.brenspeed.com
(574) 594-9559
COMP Cams
www.compcams.com
(800) 999-0853
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this unique engine, I expect to find even more power.” We’ll be up front about the fact these cams don’t build torque. In fact, a few pound-feet may actually get sacrificed in the name of greater overall horsepower. But they really wake up the engine in a way that will benefit racers who want all the high-RPM power they can get, and on the street, they give the Mustang a sort of Jekylland-Hyde quality—docile and unassuming at low RPM, but a monster at WOT. We can see even greater benefit from the cams as cylinder head and other airflow enhancements continue to reach the market for the Coyote engine. And a set of 4.10 gears would really help the car get to that sweet spot on the tach quicker. Come to think of it, those sentiments are similar to the ones we shared years ago during the buildup of the original 5.0-liter phenomenon. Here’s to hoping for 20 years of performance enjoyment with the new 5.0.
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Like most of the original pioneers of the automotive performance industry, Trans-Dapt Performance Products was forged from both a passion for racing on the dry lakes and salt flats of the West Coast and the recognition of a need for a bigger and better mousetrap. Thought of, at the time, as a subculture of rebels and beatniks who gathered for the sole reason of driving a vehicle as fast as they could, the ingenuity, determination and competitiveness of these early gladiators of speed were the spores responsible for creating the hobby of hot rodding, and the performance industry as we know it today. Walter “Willie” Garner, the founder of Trans-Dapt Performance Products, was a regular on the dry lakes and Bonneville Salt Flats, and is one of those original performance pioneers. Born and raised in San Angelo, Texas, “Willie,” as he was affectionately known, moved to Southern California in 1935 and began working at a local garage, where his interest in racing and the automobile grew. After serving as a U.S. Marine, Willie re-entered the civilian world with the same enthusiasm for racing as he had when he enlisted. Working for legendary companies such as Wilcap, Lodge Spark Plugs and Clay Smith Engineering, Willie gathered the knowledge needed to one day venture out on his own... which he eventually did. In the late ’50s, racers were coupling the new, late-model V-8 motors (considered late model at the time) to earlier-model transmissions. Linking the two components together was time-consuming and no easy task. Recognizing there had to be a quicker and easier way to bolt the engine up to the transmission, Willie developed his first transmission adapter. To meet the popular demand for his adapter, Willie started his own manufacturing company in 1959, and named it Trans-Dapt of California. The name Trans-Dapt was derived from the words
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“transmission” and “adapter.” Willie knew how to get right to the point. Trans-Dapt’s start is 100-percent American Dream. Willie’s fledgling company began in his garage with a lathe, a strong desire, and a single employee who made the adapters, while Willie pounded the pavement selling his new line of products. In 1961, less than two years after its start, Trans-Dapt’s success prompted Willie to move the company into its first real business quarters (2,000 sq. ft.). And, only four short years later, the company had outgrown that location and was being run out of a much larger facility in Long Beach, California. Trans-Dapt Performance owes its start to transmission adapters—a simple, yet purposeful product that allowed builders to adapt one type of transmission to another type of engine. Although a smaller part of Trans-Dapt’s business 50 years later, Trans-Dapt Performance has built its excellent reputation around products that help auto enthusiasts adapt to their particular needs. In the 1960s, Trans-Dapt began manufacturing useful, innovative products, such as carburetor adapters that allowed engine builders to combine the carburetor and intake manifolds of their choice to achieve their desired performance needs, and oil filter adapters that allowed for oil filters to be updated from older, canister-style to newer spin-on-style filters, or to provide additional room for non-stock engine components. Engine-swap motor mounts were added to Trans-Dapt’s line of products that allowed for unique engine/chassis combinations without the need to manufacture a set of custom mounts. Over the last five decades, the automotive aftermarket has seen many trends come and go, and Trans-Dapt’s long-term success can be attributed not only to its “adapting” products, but also to the company’s ability to adapt to the changing needs of the automotive performance and custom products industry. Whether it was the conversion van craze of the ’70s, the off-road boom of the ’80s, or the sport compact and sport truck movement of the ’90s, Trans-Dapt was there to introduce exciting new products to fill the needs of those emerging markets. With Willie’s passing in 1977, the Trans-Dapt faithful were concerned that the founder’s original vision of performance-oriented parts may begin to fade. But, regardless of the product or market focus in any particular season, Trans-Dapt’s core emphasis continued, and still continues, to be
on performance-related products. The future of Trans-Dapt as a performance-products-driven company was secured when the company was purchased by Hedman Hedders in 1990. Hedman, known throughout the racing and hot rod industry as the premier header manufacturer, purchased the company because of Trans-Dapt’s many performance-based components that worked hand in hand with Hedman’s Hedders, particularly Trans-Dapt’s line of motor mounts. To this day, as part of the Hedman Performance Group, Trans-Dapt and Hedman Hedders work together closely to design header and motor-mount combinations that make engine-swap and street rod builds easier and safer. In 2009, Trans-Dapt Performance Products proudly became one of a handful of SEMA (Specialty Equipment Market Association)
member companies to reach the Golden 50thanniversary milestone. As part of the Hedman Performance Group (responsible for more SEMA Hall of Fame members than any other company), and with 50 years of performance and customizing products experience under its belt, Trans-Dapt Performance will continue to be the name you can trust for quality, innovative products. And, as our industry and our country face the reality of skyrocketing fuel prices, Trans-Dapt continues to adapt to the ever-changing landscape of the automotive aftermarket, and pledges to continue to develop and bring to market performance products that address not only the need for speed, but also the need for fuel-efficient and ecologically responsible products for your treasured muscle car, street rod or truck...whether it’s new or a classic.
Precision Shifting & Trusted Quality
THE STORY OF THE SAAPE AND WE’RE STICKING TO IT
Only $14363
Even better known than the Trans-Dapt name itself may be the legendary StripedAssed Ape (pronounced: strip-id äst ap). Also referred to as SAAPE for short. The TCI® FAST-GATE™ Shifter fits virtually all 3- and 4-speed automatic transmission applications. This universal shifter is capable of withstanding the demands of street & competition usage, yet looks refined enough for show quality vehicles. Precision components ensure smooth, accurate shifting, and a reverse lockout mechanism eliminates damage from accidentally shifting into reverse. The stylish FASTGATE™ Shifter includes cover, cable and all hardware. • Universal design fits virtually any
3- or 4-speed street/race vehicle • Precision
internal components ensure smooth and accurate shifting motion every time
• Reverse lockout eliminates acci-
dental reverse shifts
8726w
For the younger crowd who may not be aware of who the SAAPE is, well, legend has it that one day, back in the mid-’40s, Trans-Dapt’s founder, Willie Garner, was going off “top end” with one of his buddies on the Prairie Highway on the great plains of Texas. Suddenly, and seemingly out of nowhere, Willie glanced out his side window to see a strange creature running alongside of them. It was ape-like, but bright yellow and reddish-orange in color, with distinguishable stripes on its rear end. The creature kept pace with them for a couple of miles. Then, as if it were only toying with them the whole time, it suddenly rifled ahead of the racers so fast, it blew them both into the weeds. Once the SAAPE got that first taste of competition, it became common for him to challenge the fastest cars, trucks and street rods anywhere...any time. Word spread fast through Willie, his friends and other racers who encountered and inevitably lost to the SAAPE. Match-ups and defeats to the SAAPE happened so frequently, it became a common expression that when a person saw a very fast car, they’d comment, “Hey, that thing runs like a striped-assed ape!” When Willie moved to California and began Trans-Dapt, he joined forces with the SAAPE, who shared his knowledge of speed with him. Today, the company still displays the SAAPE in its company logo, as a symbol of the speed and performance built into every performance part it shares with hot rodders and auto enthusiasts around the world.
TRANS HELP™ 1.888.776.9824 PPNDIGITAL.COM TCIAUTO.COM 69
PROJECT
5.30
Eric Gullett is a hardcore drag racer. He works hard to keep his car performing to its full potential, while also setting an example for all racers, in terms of his showmanship and a nice-guy attitude. He’s a young man, but he’s learned a lot of hard lessons in life already, and admits there is much more to learn before it’s all said and done. His ’69 Camaro is the perfect representation for his personality, and it always draws a crowd at the track, so he has a great relationship with his car. He races in the Southeast, mainly at eighth-mile tracks, where outlaw racing is a huge deal. For a while he ran in the 6.0 index class, but the urge to go faster gave him the motivation to step up his game and S T O RY A N D P H O T O S B Y TOMMY LEE BYRD
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shoot for the 5.30 index class. There would be countless hours in the shop, and plenty of stress along the way, but the finished product speaks volumes of the efforts from everyone involved. Gullett works at Coker Tire Company as the Drag Tire Specialist for its Performance Division, which sells Phoenix Race Tires and M&H Racemaster tires. His involvement with the sport and his knowledge of drag racing made him a perfect fit for the job, and this Camaro is a great way to promote the products. Local racer Steven Farrow is also a big part of the Camaro’s buildup, and he continues to work on the car when the opportunity arises. The Camaro’s platform starts with an
original front subframe, equipped with Autofab tubular control arms and a pair of QA1 coilovers. The stock gearbox and linkage still controls the steering, but Gullett plans to convert it to rack-and-pinion to shave a few pounds off the nose. Braking consists of a Wilwood aluminum master cylinder, which sends fluid to Wilwood four-piston calipers on all four corners. The lightweight brakes are partially hidden by a set of Holeshot wheels, which are powder-coated in satin black to match the car’s sinister theme. The rear wheels measure 15x16 inches and feature Champion beadlocks. Phoenix rubber rolls on all four corners, with 4.5/24.5-15s up front and 17.0/33.0-15 monsters out back.
The rear suspension features a standard four-link setup with Afco coilovers attached to the Ford 9-inch rear end. The rear end is packed with a Mark Williams differential, 35-spline axles, and a 4.86 Richmond Pro Gear, all of which were carried over from the 6.0 setup. An Inland Empire driveshaft gets its motivation from a TCI Powerglide, which features 1.80, straight-cut planetaries and a Pro Tree valve body. The torque converter is also from TCI, and it’s a 9.5-inch Pro-X race unit. Moving forward to the engine bay, you’ll find an all-aluminum big block, built by Farrow Racing Engines. It comes in at 565 ci and produces four-digit horsepower on the motor alone.
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The Dart Big M aluminum block is filled to capacity with a Lunati crankshaft, Eagle connecting rods and Ross pistons. Lance Fugate handled the final machine work, while Steven Farrow assembled the engine using Royal Purple synthetic assembly lubricant. The big block features a 14.8:1 compression ratio, and uses a pair of Dart Pro2 CNC cylinder heads to flow tremendous amounts of air in and out of the chambers. Atop the 380cc heads are Jesel shaft-mounted rocker arms, which are put into motion by a COMP Cams solid roller camshaft. Further north on the big block is a port-matched Dart intake manifold, topped off with an alcohol-prepped 1,250cfm Dominator, built by George Rupert. Even with the new power plant and setup, the car sticks out in the 5.30 class as an underdog, since most of the entrants are campaigning low-slung, tube-chassis cars. That’s exactly how Gullett wants it, as it makes doing well at the track all the more rewarding. After dialing in the duration FARROW RACING ENGINES ASSEMBLED THIS 565CI DART BIG BLOCK and strength of the ZEX plate DURING THE MAD DASH TO FINISH THE CAR BEFORE THE CAR’S FIRST EVENT nitrous system, Gullett began IN MARCH 2010. IT’S EQUIPPED WITH AN ARRAY OF NEW PARTS FROM COMP to get the feel for the new CAMS AND DART, BUT SEVERAL OF THE ITEMS, SUCH AS THE HEADERS, setup, and the results proved it. DISTRIBUTOR AND FUEL SYSTEM, WERE CARRIED OVER FROM THE Gullett and Farrow have found PREVIOUS COMBINATION. the sweet spot, a tune-up that doesn’t place a ton of strain on the 565ci big block. The result of this hard work was an S O U R C E S incredible 2010 season. Gullett ran the car at several ORSCA events, as well as a TCI Automotive Dart Machinery Holeshot Wheels Royal Purple number of independently sanctioned events. www.tciauto.com www.dartheads.com www.holeshotwheels.com www.royalpurple.com Unfortunately, the ORSCA series fell apart (888) 776-9824 (248) 362-1188 (800) 372-4533 (888) 382-6300 before the end of the year, which didn’t give Gullett a chance to do battle for the points championship—he was a very close second in points before the series came to an end mid-season. Since the car’s completion in March 2010, Gullett has brought home five event wins, as well as several semi-final and final-round appearances. The car is working well, and the driver seems to be on his game, too. Gullett’s Camaro isn’t your average racecar, but it’s built from a simple platform. It’s a basic back-half car with a mild-steel cage, and a steel body, aside from the hood and deck lid. The car proves that with the right parts and the right people, you can do amazing things with a car that might be considered outdated by big-buck racers. But just like any racer, Gullett is interested in going quicker and faster, so we’ll see what the future holds for this young man from Tennessee.
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POWER & PERFORMANCE NEWS
PROJECT 5.30
Dart prepped the Big M aluminum block by honing the cylinders in preparation for the steel sleeves. Final bore size will be 4.600 inches, which means the new engine’s displacement will be 565 ci in combination with the 4.25-inch stroke.
For the 2010 season, Gullett swapped to a pair of Phoenix 17.0/33.0-15 slicks, which are substantially larger than his previous tires, which measured 10-1/2 inches wide. More new features for this season include the Holeshot wheels and Champion WaveLock beadlocks. After the bottom end was assembled and topped with a pair of Dart Pro2 380cc aluminum cylinder heads, Farrow installed the Jesel shaft-mounted rocker arms. The CNC-machined heads feature 2.300-inch intake valves and 1.880-inch exhaust valves.
COMP Performance
Phoenix Race Tires
Jesel Valvetrain Innovation
www.compcams.com
www.dragracetires.com
www.jesel.com
(800) 999-0853
(866) 513-2743
(732) 901-1800
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sOURCe
Jon Kaase racing engines www.jonkaaseracingengines.com
(770) 307-0241
OLD sCHOOL NeW sCHOOL Jon Kaase Racing Engines and COMP Cams Collaborate to Produce Potent Power Plants Georgia-based Jon Kaase Racing Engines is world-renowned for producing championshipcaliber racing engines, and the company utilizes COMP Cams performance products to guarantee performance and durability. Everybody knows the old adage that there is no “I” in team, and, for Jon Kaase, the founder and owner of Jon Kaase Racing Engines (JKRE) in Winder, Georgia, it’s a philosophy upon which he has built one of the most respected and powerful engine businesses in the world. “Whether it’s in sports or with my guys here in the shop, I’m real big on teamwork,” Kaase says. “It’s a total team effort from all parties involved. Without 110 percent devotion from anybody involved, the entire process can be compromised.” Compromising is not something Kaase has ever had to deal with when it comes to his products’ on-track performances. Whether it is the 13 IHRA Pro Stock championships, the replica Boss Nine motors, or even the company’s own four Engine Masters Challenge competition titles, Jon Kaase Racing Engines
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POWeR & PeRFORMANCe NeWs
has long since established itself as a benchmark in the ever-changing industry of racing engine production. With a production base that includes racing engines for muscle cars, show cars, drag cars, street cars and even worldchampion jet boat teams, the company has built a repertoire that covers any and all angles. Although he has called Georgia his home for more than 30 years, Kaase grew up in Ohio. His endeavors in racing began at the age of 16, when he began drag racing with his own hot rods, which included a 1966 Comet and a 1968 Mustang. From that point on, his interests in learning more about the motorsports realm began to build, and he began working for an engine builder, while in high school, to learn more about the mechanics of the sport and,
simultaneously, how to make his own hot rods go even faster. Over the next few years, while still racing on the side, Kaase would go on to get a degree in mechanical engineering at the age of 22. By the time he was 23, he was offered a job working with legendary drag racer “Dyno” Don Nicholson, in Atlanta, Georgia. While working with Nicholson, Kaase got a true feel for the business and along the way met a lot of industry contacts, as well as movers and shakers. “Not only did working for Nicholson teach me a lot and open a lot of doors for me, but it taught me a lot about the business in general. Looking back even today, those years spent working on that team and what we accomplished are no doubt some of my proudest accomplishments. That was really a special time for me, and I have a lot of great memories of working with Don,” Kaase said. In 1979, at the age of 27, Kaase was prepared to try his own hand at being an engine builder and manufacturer, and he officially formed Jon Kaase Racing Engines. Using his expertise from his time spent working in Ohio and Georgia, Kaase searched a few locations before finally settling into the Winder, Georgia, locale. He also used his years of expertise to design the layout of the 8,000-sq.-ft. facility with functionality, production and quality in mind. Since first starting his own business more than 30 years ago, Kaase has seen his company grow by leaps and bounds. Not only have his customers racked up countless wins and multiple championships, but the members of the company also have won their own prestigious accolades, including four Engine Masters Challenge competition titles. The annual Engine Masters Challenge competition pits top engine builders against one another in a contest in which they are given specs and a limited amount of time to construct a performance engine. The engines are then tested in a series of runs to determine the overall champion. Jon Kaase Racing Engines most recently claimed the coveted title in 2009. “To win one Engine Masters Challenge competition is a dream come true, but to win four is something really special for our entire company. When you’re going toe-to-toe with
signature engine:
kaase Boss 429 “Shot Gun” Ford
Kaase’s team of engine builders earned four Engine Masters Challenge competitions.
Kaase has a formidable reputation for wringing every pound-foot of torque from a Ford-based bigblock hemi.
Camshaft specifications vary. Most hot rodders use a hydraulic roller, while the racers use a solid roller. For supercharged applications, a camshaft is chosen that invariably eliminates jerking and bucking at off-idle and part throttle in the lower gears. Like most Boss Nine engines, this one receives a hydraulic roller. Here, the cam is being lubed prior to careful insertion in the cylinder block. The copper-coated core indicates this nickel chrome moly cam has hardened journals and cam lobes.
the best and you beat them, you know that you really have a solid product,” Kaase says. While Jon Kaase Racing Engines obviously focuses on producing top-performing race motors, the company also has been producing replica Boss Nine engines for a few years now. The Boss 429 was available as a NASCAR homologation special in 1969-70 Mustangs, as well as in two special-edition Cougars. Despite its limited original availability, the engine has long drawn the attention of horsepower enthusiasts. JKRE has worked diligently to design and manufacture reproduction Boss 429 cylinder heads and intake manifolds that are far superior to the rare production pieces. Kaase has used his experience as a top engine builder to improve on every aspect of this unique cylinder head design. He also manufactures all the necessary related components to assemble these engines complete, which can produce 500 to 1,000 street horsepower and even an amazing 1,500 horsepower when blown. This incredible creation moved Jon Kaase Racing Engines to a whole new level of performance production. Since 1981, Jon Kaase Racing Engines has had a strong relationship with COMP Cams and the COMP Performance Group in general. From the time Kaase started the business, he knew that to produce the best final product, he had to utilize the best components. That’s why he has stuck with COMP Cams products over the years. Kaase notes, “When you are building highend products like we do, you can’t take chances on subpar components. We’ve been using COMP Cams products for over 30 years now, and we also use products from a lot of their other companies, such as FAST. We know that quality and dependability is a guarantee when dealing with those guys, and that’s why, for us, there is no other option.”
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AR OUN D TH E
BLOCK RHS LS Race Block Incorporates Years of Track-Testing Experience with ModernDay Advanced Engineering Welcome to the LS revolution. Engineers at RHS have recently designed a highperformance engine block for GM LS applications to meet the needs of race and street performance engine builders. To go beyond the limitations of other existing LS blocks, the new RHS LS Race Block is available in both standard-deck and talldeck height configurations. Additionally, this innovative block features a raised cam centerline and outboard priority main oiling to allow rod clearance for a 4.600-inch stroke and to minimize windage in the crankcase. For quality control assurance, RHS conducts a CT scan (similar to a medical CT scan) on each block to ensure maximum casting precision and consistency. When you combine unmatched finishing quality with added clearance for increased stroke applications, precision computer-aided design and extra surface material to allow custom machining, you get the new benchmark for LS horsepower, torque and durability.
Racing Head Service www.racingheadservice.com
(877) 776-4323
What may look like a medical lab is actually a CT scan system used by RHS to ensure product consistency.
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POWER & PERFORMANCE NEWS
AROUND THE BLOCK
BLOCK SPECIFICATIONS • Designed from heavy-duty A357-T6 aluminum • 4.125-inch/4.165-inch Siamese cast bore walls with press-in spun cast-iron liner • Available in standard (9.240-inch) and tall (9.750-inch) deck heights with beefy 0.750-inch deck thickness • Both standard-deck (5.67-inch/5.87-inch—same as LS7) and tall-deck (5.94-inch/6.38-inch) cylinder liner lengths available • Extra-long liners for standard (5.87-inch) and tall (6.38-inch) decks • “Long-arm-friendly” design: Accommodations for up to 4.6-inch stroke with standard rod pin diameters (2.100-inch) and oversized 60mm camshaft • Designed for clearance—side oil galley moved outboard and engineered rod clearance come standard. Raised cam centerline (0.388-inch/9.86mm) to allow larger stroke; two extra links in the timing chain; timing sets available from COMP Cams • Bay-to-bay breathing improved with increased side window area versus LSX and LS7 • Significantly increased windage passage area under bores and around caps over LS7/LSX engines • Six-head bolt design with full water jacket around the cylinders (based on LS7 design) • Extra-large windows in valley for access to inboard “6th” head bolt • Main cap surface area maximized at mating surface and large fillets from cap to cross bolts for added strength
VALVE TRAIN CAPABILITIES • Cam tunnel will accommodate stock through oversized 60mm roller bearing cams (includes cast-in lock screw pads); 0.842-inch lifters standard with material available for oversized lifter access (accepts 1.06-inch bushing for keyed lifters) • In the standard deck, maximum pushrod angularity is less than 2 degrees • Includes Ampco 45 cam thrust plate and aluminum rear cover • Lifter bosses designed to clear tie bar lifter • Provisions for Gen III and Gen IV cam and knock sensors and valley covers
SUPERIOR OILING • Dry-sump friendly with provisions for more serious dry-sump setups; includes big front and rear AN-12 side feeds; includes provision for piston oil squirters, cast-in and machined • Priority main oiling, galley moved outboard for long stroke clearance • Oil filter feed galley GM “dog bone” replaced with proprietary no-restriction threaded plugs
ADDITIONAL FEATURES • Gen III/Gen IV compliant with race mounts for Gen I, Gen II, Gen III and Gen IV engines • Optimized billet main caps and improved windage; rolled threads on all threaded holes for added strength • Chilled main bearing bulkheads for added strength • ARP main stud kit standard, with enough material in castings to accommodate up to a 1/2-inch fastener
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SEE this block in ACTION on
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AROUND THE BLOCK
BLOCK DIVERSITY FINISHED LS Aluminum Race Block, Tall (9.750-inch) Deck, 4.165-inch Bore Part Number: 54900 LS Aluminum Race Block, Tall (9.750-inch) Deck, 4.125-inch Bore Part Number: 54901 LS Aluminum Race Block, Standard (9.240inch) Deck, 4.165-inch Bore Part Number: 54902
LEARN MORE ABOUT THIS BLOCK Watch this quick video from RHS by scanning this QR code!
The Right Parts At The Right Price
http://youtu.be/gDv6BtAlZsU The Online Performance Parts Superstore! PPNDIGITAL.COM
www.buyspeedparts.com
LS Aluminum Race Block, Standard (9.240inch) Deck, 4.125-inch Bore Part Number: 54903
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BUILDI N G
BLOCKS
Wegner Automotive Builds 1,000 HP RHS Block-Based Engines—for the Street WEGNER AUTOMOTIVE www.wegnerautomotive.com
(920) 394-3557
SEE THE VIDEOS
Ask any “real” racer how they know about Wegner Automotive and they will probably point to Wegner’s legendary efforts in NASCAR and drag racing competition. The inventors of the NASCAR spec engines in 2006, Carl and Casey Wegner, along with Wegner Induction Systems Manager Gary Nelson and Cylinder Head Design Engineer Mike Stensrud, have developed high-performance racing engines that rival any high-performance engine shop in the world. But it may just be their work in street-based performance engines that adds a footnote to their impressive list of great powerbuilding landmark achievements. “We’ve been working with the folks at COMP Cams for 30 years,” said Wegner Automotive President Carl Wegner. “The new RHS block is just the latest in a long line of successful efforts we have completed with their engineering team, the new RHS LS block being a collaborative effort that we are very proud of. The result is a block and head package that outperforms the OE efforts by as much as 70 horsepower in our testing.”
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POWER & PERFORMANCE NEWS
Wegner’s latest engine-building effort was completed for the folks at Nickey Chicago, not far from Wegner Automotive’s home base in Markesan, Wisconsin, for placement in latemodel Nickey Chicago-branded Camaros. Starting with the RHS tall-deck block and highflow cylinder heads, these twin 441cid engines feature Lunati crankshafts and 6.535-inch rods (0.400 inch longer due to the tall deck), JE pistons, and of course a COMP Cams valve train system with hydraulic roller camshaft. From there, the engines differ dramatically, one engine with a static 8.5:1 compression ratio and a Magnuson supercharger churning out 1,070 hp, and the other set at 9.5:1 compression with a Pro Charger tipping the dyno scales at 1,061 hp. “The key is making the parts able to withstand high horsepower capability,” Carl said. “We took the basic LS block and increased the cross-sectional main web strength. In addition to the increased strength, the priority main oiling system ensures that lubricating these heavy-duty internal components would be optimum regardless of the final usage. To
deliver supreme quality, the blocks are cast at Grainger in England—the same foundry used for many F1 and Cosworth engine blocks.” In addition to the supercharged engine for the Nickey Chicago Camaros, Wegner has created a normally aspirated engine using the RHS block and heads, achieving 750 hp with a carburetor and 725 hp with fuel injection. “We build engines for stock car racing that are rated in the 500-horsepower range due to the requirements set down by the sanctioning bodies,” Carl said. “Our minimum-horsepower street engine these days is in the 650 range, going all the way up to 1,300 horsepower. There is a huge market for these engines, and we will build 1,000-horsepower engines for any tuner who wants them. Right now we have standing orders for 30 more engines just likes the ones we built for Nickey.” And with a great platform like the RHS LS racing block, it sounds as though 30 is just a start.
M t t t T
AROUND THE BLOCK
The RHS block and heads are at the heart of two 1,000-plushp engines built by Wegner Automotive. These engines are set to motivate a pair of Nickey Chicago Camaros.
The Latest Advancements & Developments In Engine Performance Technology
PRESENTS
22ND ANNUAL AETC
®
®
™
November 28-30, 2011 • Orlando, Florida Make plans now to attend the can’t miss event of 2011. This is the only event that brings together the leading experts from all disciplines of high performance engine design to share openly about the latest technology trends and application techniques. Miss this one and you’ll spend a lifetime trying to gain the knowledge that you will receive in just three days at the 22nd Annual AETC®. There’s simply not a more productive way to spend the three days prior to the PRI trade show.
SPEAKERS INCLUDE: Lance Ward John Stewart Jon Kaase Bill Hancock Steve Williams Lake Speed, Jr. Dr. Rick Roberts Dr. Robert Prucka Jason Youd ...AND MORE Q&A Roundtable with industry leaders.
See the latest in cutting-edge engine technology Discuss the integration of modern engine platforms Learn from the most reputable engine builders In-depth review of race-proven case studies Cover the technology changes on the horizon Meet & network one-on-one with today’s top talent
1.866.893.2382 • WWW.AETCONLINE.COM facebook.com/AETCconference
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Attendees are eligible for over $30,000 in PPNDIGITAL.COM product giveaways from AETC® sponsors. 81
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“The ONE event where the latest in performance technology is freely shared by the industry’s key thinkers.”
LATEST TRENDS IN ROLLER LIFTER DESIGN The COMP Cams Process
the CnC-machined and ground, rem-polished 8620 steel body fits both standard and 0.300-inch-tall blocks. a 0.400-inch-diameter oversized axle allows for ultimate load capacity and longevity (axle is enclosed circle on the right). In the past, endurance racers relied on flat tappet cams because they had significant concerns about roller lifter wear. As technology evolved over the past decade, the majority of engine builders who run a cam-inblock setup have moved from flat tappet to roller cams. Although roller lifter technology advanced quickly, the cost of a top-of-the-line set was still upward of $3,000. The goal in designing COMP Cams’ Elite Race Lifters was to offer the features found in high-end racing lifters but priced within range of a performance customer. Ultimately this was achieved by starting with improvements to the lifter axle and then working outward to the rest of the lifter. At each stage of the process, COMP engineers examined every detail of the lifter’s role in the valve train. It was through this analysis that COMP Cams created the Elite Race Lifter, which is a perfect balance of performance, durability and affordability. “People want to have parts in their engines that they don’t have to
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POWER & PERFORMANCE NEWS
worry about,” says COMP Cams Valve Train Engineering Group Leader Billy Godbold. Every engine builder knows the role of the lifter. Simply stated, the “lifter” converts the motion produced by a camshaft’s lobe into a lifting action that applies force on the pushrod. In turn, the pushrod moves a rocker arm, which depresses the valve while working against the valve spring and opening a valve within the cylinder head. Lifter types vary based on the camshaft type and usage. Roller lifters are most commonly found in highperformance applications, as they are often the best option for handling high valve velocities and aggressive cam profiles, and provide more stiffness than their hydraulic counterparts.
Comp Cams www.compcams.com
(800) 999-0853
Captured link bars allow for maximum stability at high rpm.
advanCed Body desIgn/shape COMP Cams’ state-of-the-art Elite Race Solid Roller Lifters feature a body designed to be both lightweight and incredibly strong. Key to its inherent strength is the use of columns instead of an oil band, maximizing rigidity and reducing wear on the lifter bore. In addition, the increased surface area of the column design allows the lifter to be in contact with the lifter bore over its full length, aiding stability and reducing total weight. As any student of valve train dynamics understands, mass reduction— in this case each lifter weighing less than 100 grams—improves performance and durability. Note that these innovative lifters are designed to fit both standard and 0.300-inch-tall blocks as well. “We shaved weight everywhere that it wasn’t
the Comp exClusIve Column desIgn InCreases strength, reduCes sIde Wear, Creates lIfter Bore staBIlIty and reduCes mass.
needed for strength,” Godbold explains. “We increased strength by moving the weight wide on the lifter, as opposed to it being centered in the middle.”
Better oIlIng COMP Cams engineers spent extra time redesigning the oil system of their Elite Race Solid Roller Lifters. Previous lifter designs oiled the internal
an exclusive modular pushrod seat design allows the pushrod insert to be swapped out for centered, left or right offsets.
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ROLLER LIFTER DESIGN
components via oil that was able to enter the wheel area from crankshaft splash. This inconsistent oiling process often led to problems with low-rpm and street applications where RPM varied greatly. “A bracket racer is always turning a lot of RPM, but a guy with a muscle car at a cruise night is just idling around,” Godbold says. “So we needed to come up with an effective way to get oil to the lifters of street cars at low speed as well, and provide racers with even better oil delivery.” The new Elite Race Solid Roller Lifter design changed all that by pressurizing the oil that lubricates the roller axle bearing assembly of a roller lifter directly, making oiling much more consistent. “The revolutionary new design of Elite Race Solid Roller Lifters provides direct oiling to the bearing assembly by feeding oil through one side and down to the center of the axle, and then out of the top of the axle. This directly injects oil on to the center of the needle bearings,” Godbold explains.
Improved Bearings In contrast to other solid roller lifters, today’s Elite Race Lifters utilize more roller needle bearings across the axle, which significantly improves load distribution. The needle bearings are microscopically measured and sorted for size. What COMP Cams engineers determined was that, if needle bearings vary in size, the larger-diameter needles carry a larger, uneven load. If the needle bearings are matched by size, they more evenly spread load across the axle and prevent premature wear, reduce drag and increase durability.
An oiling hole allows for pressurized oil to flow through a hollow axle directly to the increased number of needle bearings.
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Bigger, Stronger Axles While extra needle bearings in contact with the roller axle better distribute load and reduce drag, the Elite Race Lifters feature an increased-diameter axle to further distribute load. This seemingly simple benefit is key because, as the cam rotates, it loads the lifter axle in a very consistent manner all in the same region, ultimately allowing the needle to dig into the axle surface. The Elite Race lifters have an axle diameter of around 0.400-inch. Prior to this usage, large axles were used only with endurance sports car or drag race applications. “The larger surface spreads out the area affected,” Godbold says. “At COMP Cams we use powder metal tool steels, which are currently the best materials available for making axles due to their high durability and high strength.”
Wheel Shape COMP Cams discovered that there are several solutions that help offset camshaft wear problems. The first was to make the face of the lifter wheel as wide as possible to increase load distribution. The second was to have generous radii at the wheel edge to reduce edge loading. The third, and most significantly here, is that the lifter wheel needs to have a slight amount of crown. Through Spintron and other highly advanced testing, COMP Cams found that a flat-face-shaped roller lifter wheel rolling on a flat-faced camshaft lobe will eventually cause a cam to fail due to flex incurred under load. With Elite Race Lifters and the large-crown-radius wheels, the outside diameter of the wheel may only be a couple tenths of a thousandth of an inch bigger at the center than it is at the edge. When the lifter is loaded, the load will be spread edge to edge, but won’t overload at the edges themselves.
Material Hardness, Body and Components Made from CNC-machined, REMpolished 8620 alloy, the Elite Race Lifters exhibit significantly less wear, even after heavy usage, than competitors’ lifters. “Using a higher-grade material will not only reduce wear but increase efficiency, longevity and strength,” Godbold explains. Further improving the performance of the lifter are the captured link bars, which provide maximum control and durability at high RPM. An exclusive modular pushrod seat design allows the pushrod insert to be swapped out for centered, left or right offsets.
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FAST FORWARD
FAST
Fuel Air Spark Technology— XFI 2.0 (877) 334-8355 Where It’s Been The technology used in the XFI 2.0 system is directly based on and Where It’s Going input from actual FAST customers. As a completely customerwww.fuelairspark.com
driven project, this advanced electronic fuel injection system gives racers more fine-tuning and control options than ever before.
XFI 101 TraINING CLASSES FAST and EFI University of Temecula, California, joined to create the XFI 101 training courses that cover the fundamentals of setting up and tuning with the FAST XFI Fuel Injection System. The courses cover everything from phasing the distributor to gaining an advantage with the XFI optional Intelligent Traction Control feature.
For over a decade, FAST (Fuel Air Spark Technology) has been recognized as the leading developer of advanced electronic fuel injection technology. Over the past several years, FAST engineers have completely changed the way we think about the EFI performance aftermarket by introducing a series of revolutionary new products. Today, FAST technology can adapt virtually any engine to fuel injection, from street rods to professional drag racers. Since its beginnings, FAST has been a company determined to stand out with a diverse product line that offers something for everyone. When FAST became a member of the COMP Performance Group in 2001, it gained an even larger source of technological resources than ever before. This enabled the fuel injection innovator to conduct more extensive research and development efforts with a bigger team of engineers, which ultimately led to even more discoveries in computercontrolled horsepower. Sharing engineering resources with fellow CPG
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FAST customer Edmond Richardson ranks among the most successful racers in NHRA history with three NHRA National Championships, 12 Division titles, and 38 National Event Wins. He is also listed in the NHRA’s Top 50 Drivers.
brands such as COMP Cams and TCI has allowed FAST to develop complete vehicle management solutions that, when necessary, can control all powertrain functions. Staying ahead of the competition in an industry where performance is everything is no easy task. While the engineering team at FAST is responsible for creating the robust product line that has made it an industry leader, much of the success that FAST has experienced can be attributed to the company’s relentless commitment to educating its customers and making its technologically advanced products more user friendly. The FAST technical support system communicates with customers through a variety of channels, including the EFI HELP phone line and EFI e-mail support. In addition, the ever-expanding FAST Tech Support Forum provides a wealth of technical information to customers and serves as an outlet for delivering the latest information on what FAST is doing. The XFI 101 course and the XFI Advanced Extreme Training Program are more examples of the strong commitment that FAST has to educating its customers. These revolutionary courses were created in response to customer demand for XFI-specific training, and now XFI 2.0-specific training. The latest XFI 101 classes are packed to capacity. And, student feedback was overwhelmingly positive. The XFI Advanced Extreme Training Program is an intense two-day, real-world training experience. It begins with a full day on the engine dyno and chassis dyno, demonstrating fine-tuning procedures for the XFI 2.0. Day two is held at a drag strip, where attendees are shown how to set up and operate the major functions and features of the XFI 2.0 on an actual racecar in a real-world environment. This is a level of EFI education and training that have never been offered before by a manufacturer. With unrivaled technical assistance, FAST has been able to build close relationships with its customers, creating a two-way line of communication that allows the company to better understand what the marketplace is asking for. FAST engineers then take that information and develop the technology to
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Track Tuning The XFI 2.0 system can be tuned with a laptop at the racetrack. This offers serious racers the ability to fine-tune their setups on the fly as weather conditions or traction levels change at the track.
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help Line The EFI HELP line is just one of the ways in which FAST offers its customers technical support. The EFI HELP line is open Monday through Friday, 7 a.m. to 8 p.m., and Saturdays 9 a.m. to 4 p.m. Assistance is also available online via email, instant chat, forum & Twitter.
The end result is new technology, such as the forced induction and race controls, that allows racers to fine-tune and precisely control their fuel systems like never before. make it happen. The latest example of how this process works is the introduction of the XFI 2.0. From the very beginning, XFI 2.0 was a completely customer-driven project directly resulting from the sales teams listening to user feedback. Engineers then took those ideas and incorporated them into the XFI 2.0. The end result is new technology, such as the forced induction and race controls, that allows racers to fine-tune and precisely control their fuel systems like never before. The unique two-way communication between FAST and its customers helps the company develop technologically advanced products that are in high demand, and it gives racers the best EFI systems on the market backed up with a superior support system. David Page, FAST Performance Account Manager, explains the relationship between FAST and its customers: “We support our racers because they help support us. It’s that simple. We listen to their needs and help them
find solutions to their problems so they can get out there and win with our products. Every day at FAST we focus on advancing, growing and improving every aspect of what we do. This mindset can be seen in not just the development of new products and evolution of existing products, but also in the way we strive to improve our technical support system and offer more advanced education opportunities for our products. We do whatever we can to help educate our customers because we understand that knowing how to properly tune a system can be the difference between winning and losing.” The exceptional commitment to education and dedication to developing new technologies like those used in the XFI 2.0 has led drag racers at every level to use FAST fuel injection systems to stay ahead of the competition. Many of these racers found unprecedented success in the NHRA Stock and Super Stock classes during the 2010 season. In response to this success, FAST has made a commitment to support
these racers through increased track support at selected NHRA events, as well as a generous new NHRA Sportsman contingency program. This move reflects their commitment to making sure FAST is a leader in the sportsman drag racing market and continued effort to take a hands-on approach to servicing their racing customers. With unrivaled technical assistance, FAST has built close relationships with customers, many of which have helped the company’s research and development team stay ahead of the competition. And, with a complete line of superior EFI systems, intake manifolds, throttle bodies and other EFI components, FAST is committed to bringing the best EFI experience to both racers and street enthusiasts everywhere. No matter if your application is street, race or marine, FAST has the products and technical support to put the latest in fuel injection engineering and technology into your engine compartment. PPNDIGITAL.COM
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CAMSHAFTS:
HOW TH E Y ’RE MA D E A N D WHAT THEIR SPECS MEAN S T O RY B Y S A M L O G A N
Intelligently analyzed and carefully selected, performance camshafts can make a profound difference in the power output of an engine. But to many, the specifications on the outside of a camshaft box are often bewildering: what do they mean, and how can you take advantage of them? Further, if you consider the Cleveland engine, understanding camshaft profiles becomes even more confusing, because those engines were made available with two very different induction systems: a 4V (4-venturii carburetor) and a 2V. Before examining camshaft The etchings on Lunati camshafts typically denote the terminology, let’s devote a moment to their contrasting characteristics type of cam (voodoo); the part number (60512), which and some of the common modifications carried out to these two determines the grind profile; the day on which it was made induction systems that have a major influence on cam selection. (258th day of 2010); and the lobe separation angle A Cleveland engine with a 4V intake and cylinder heads operates (113 degrees). with an entirely different camshaft configuration than that of a 2V arrangement. Prepared specifically for racing, the original 4V induction system was furnished with a four-barrel carburetor, but, more important, with massive intake ports compared with the size of its engine displacement—a capacity of 351ci. Designed to rev higher than its Checking the straightness of the five journals of a 5160 induction-hardened camshaft. The center 2V counterpart, it was journal is the one first checked for straightness. It is permitted a tolerance no greater than devised principally to work 0.001 inch. If it meets tolerance requirements, usually the remaining journals also will pass the efficiently at high engine straightness checks. The blackness between the lobes usually indicates the induction-hardened speeds. To this end, the process. In contrast, copper coating indicates carburizing—an Austempering process that also 4V configuration was contributes a case-hardening depth of around 0.130 inch. prodigiously successful; in
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fact, it was almost unrivalled when Bill Elliott’s Cleveland-powered Ford won NASCAR’s Winston Million in the ’80s. However, the 4V induction system performs less well at low and moderate engine speeds when the air velocity in its overly large ports begins to fade. In this area—the street performance arena—the smaller ports of the 2V system excel. “Considering both these arrangements,” says Lunati’s Jeff Sams, “two camshaft specifications predominate: valve lift and camshaft duration. If you increase cam duration on the original 4V system, you impair its air velocity, which undermines the engine’s ability to produce torque and can only be corrected with higher engine speeds. Thus, the 4V configuration runs lots of valve lift and less duration. In contrast, the 2V runs less lift and lots of duration. Typically, the duration of a street performance Cleveland 4V cam would be around 240 to 250 degrees, compared with 250 to 260 degrees of a 2V,” such as that illustrated in the specs shown on the end of the camshaft box in the lead image. Moreover, often these cylinder heads have been modified. The 4V, for example, benefits from smaller induction ports, and since flow testing demonstrates that air flows better along the port roof than the port floor, many of them have already been altered in the appropriate areas. Still, the 4V has better airflow than the 2V because the port exit around the 4V valve bowls is more efficient. However, tuners often increase the intake valve diameter of the 2V, and in so doing improve its airflow without sacrificing its velocity. To understand these terms, we’ll start with “valve lift,” which is usually the first term expressed in camshaft discussions. Fortunately, its meaning is fairly straightforward. Camshaft makers use valve lift to induce as much airflow through the engine as possible. In this example, the valve lift is displayed as 0.650 inch on both the inlet and exhaust. This means the incoming charge enters the combustion chamber through a maximum opening around the inlet valve of 0.650 inch, and the exhaust gases exit through a similar maximum valve opening as they escape into the pipe. Though the camshaft lobes—via tappets, pushrods and rockers—open the valves, it is the springs that close them. Race engine builder Chuck Lawrence of Jon Kaase Racing Engines says, “Knowing the amount of valve lift conveys many important spring requirements. The valve lift figure, for example, determines how tall the spring needs to be to enable it to open fully without becoming coil bound. It is also important to ensure the bottom of the spring retainer does not make contact with the valve stem seal or the valve guide. Further, the key to selecting optimum spring pressures is to find the lightest pressure that will close the valve, keep it closed, and not allow it to chatter on the valve seat. Of course, over a period of time valve springs lose their strength, so to avoid seat chatter, we regularly check them and replace them when necessary.” Using a solid flat tappet or a hydraulic flat tappet or hydraulic roller camshaft with 0.650-inch lift, Cleveland specialist Mark McKeown, principal of McKeown Motorsport Engineering, typically selects a valve spring that generates seat pressure of approximately 135 to 190 lbs, depending on valve size and lobe profile. Using a solid roller arrangement, McKeown would choose 230- to 340-lb seat pressure. Lunati’s Jeff Sams says, “As spring pressures increase, so, too, do the loadings on the valve train; therefore, ensure you obtain the best valve train parts available.”
Lobe Lift The next term expressed on the camshaft box is “lobe lift.” Lobe lift
Lunati has a vast inventory of camshafts that are still built for racers by racers, and every product Lunati sells undergoes extensive testing and analysis to ensure the end result is a superior product that can withstand demanding race conditions.
Lunati uses a Landis grinding machine to produce all its premium and high-volume camshafts. The carriage securing the camshaft moves right to left and the grinding wheel moves fore and aft. Here, the first three lobes are ground and the machine is stopped to check the lobes for toe-to-heel accuracy.
Simply program the part number into the Landis, and 16 to 18 minutes later a perfect camshaft is born. After grinding the camshaft, it is returned for further straightness checks.
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Duration at 0.050 Inch
Manual grinders are used to produce one-off and low-volume camshafts. This process is performed in two stages: roughing (as depicted here) and finishing.
In contrast, the term Duration at 0.050 inch (tappet lift) is very common. It is measured by crank rotation and indicates the duration of valve opening in crank degrees. Decreasing the duration reduces valve overlap, which in turn increases cylinder pressure and vacuum. Duration at 0.050 inch is measured with the aid of a degree wheel and a dial gauge indicator on the tappet. Lunati’s Jeff Sams explains: “First rotate the engine clockwise until the tappet is raised to 0.050 inch on the dial gauge indicator and mark your degree wheel. Holding slight tension on your camshaft to eliminate slack in the chain, continue to rotate the wheel clockwise until the lifter rises all the way up and then all the way down to 0.050 inch (from valve closed position). Next, read the number on the degree wheel and total the amount of degrees of rotation, which will represent your duration at 0.50 inch.” Duration equals total degrees of rotation.
Valve Lash Valve lash is the mechanical clearance in valve trains with solid tappets. It is measured between the valve stem tip and the underside of the rocker arm when the valve is closed. Valve lash is intended to provide the greatest amount of valve opening as the tappet travels over the high point—the nose—of the camshaft lobe, yet ensuring the valve is tightly closed as the tappet travels over the low segment of the camshaft lobe, the base circle. As a result, valve lash affects maximum valve lift. For example, if we have valve lash (clearance) of 0.024 inch, which is measured with the valve gear resting on the base circle and the valve closed, the lash clearance will be consumed as the camshaft lobe opens the valve, thereby reducing its maximum lift. Further lift losses are incurred in valve train deflection. Finally, it is also prudent to inspect the geometrical arc of the rocker arm as it sweeps across the valve tip.
Measuring the toe-to-heel dimension to ensure the lobe has been ground to the correct size. The first check, interestingly, is to ensure the lobe is smaller than the journal, thereby ensuring the cam will fit the block!
and rocker ratio are a function of valve lift. Consider a lobe lift dimension of 0.376 inch and multiply it by 1.73 (a common Cleveland rocker ratio), and the resulting valve lift will compute to 0.650 inch. Of course, the greater the lobe lifts, the greater distance the tappet travels within its bore and, as a result, the more it is affected by wear and tear. In an attempt to reduce tappet wear on race engines, builders often select a camshaft with moderate lobe lift and increase the rocker ratio to gain extra valve lift. Either way, the spring is exposed to hard labor and needs replacing when its strength begins to fade. Lobe lift is calculated by measuring the lobe’s overall dimension (toeto-heel) and subtracting its base circle dimension.
Adv. Duration The term Adv. Duration denotes advertised duration. Though not so commonly used as other references, it indicates seat-to-seat duration. Lunati measures its advertised duration of hydraulic camshafts at 0.006 inch (valve off its seat), and often refers to it as duration at 0.006 inch. The advertised duration of solid camshafts is measured at 0.020 inch in order to compensate for valve lash.
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Center Line The term center line refers to the point of peak lift of a camshaft lobe in relation to top dead center of the piston as measured in crank degrees. To check the center line of the Number One intake lobe using a degree wheel, locate true top dead center of the Number One piston and set your pointer to zero on the degree wheel. Then place a solid tappet on the Number One intake lobe and position a dial gauge indicator on the tappet. Turn the engine clockwise until the lifter reaches peak lift and set the dial gauge to zero. Then turn the engine counterclockwise until the indicator falls 0.100 inch. Next, turn the engine clockwise until the dial gauge reads 0.050 inch and note the degree wheel reading. Continue to turn the engine clockwise (over peak) until the indicator reaches 0.050 inch after maximum lift and again note the degree wheel reading. Add these numbers together and then divide them by 2 and the resulting number represents the intake center line. Mark McKeown of MME Racing says, “Advancing the cam moves the torque curve lower or sooner in the RPM range. Retarding it moves the torque curve higher or later in the RPM range. It is often misunderstood that advancing makes more torque and retarding makes more horsepower. Peak torque is rarely affected; it just occurs at a lower or higher RPM. But when torque occurs at higher RPM, it creates a horsepower gain.” For example, given that horsepower is a mathematical function of torque, consider an engine that makes 500 lb-ft of torque at 5,000 RPM;
camshafts
Timing at 0.050 Inch Tappet Lift
With cam profiles already programmed in the inspection machine, it runs the ball along the lobes, comparing its findings with the design data. Its duties include measurements of base circle, base circle run-out, toe-to-heel, lobe separation angle, and lobe taper. In contrast with the roller cam, an essential attribute of the flat tappet cam is its lobe taper, on which the tappet rotates to avoid premature and rapid wear.
The final rows of data on the box display valve timing data at 0.050 inch tappet lift. They are as follows: The inlet valve opens at 22 degrees before top dead center and closes 50 degrees after bottom dead center; the exhaust valve opens 62 degrees before bottom dead center and closes 18 degrees after top dead center.
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Polishing the journals is one of the final operations.
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the equation is as follows: 5,000 x 500 divided by 5,252 equals 476 horsepower. Compare this with the camshaft retarded in the same engine—it still makes 500 lb-ft of torque, but at 5,200 RPM, the equation changes. It now becomes 5,200 x 500 divided by 5,252 equals 495 horsepower. The torque remains the same, but you have gained almost 20 horsepower by retarding the camshaft. If we advance our Cleveland cam by 2 degrees from its 104 center line, this would mean the maximum lift on the Number One intake valve will occur when the Number One piston is positioned at 102 crank degrees after top dead center. Usually Lunati limits its camshafts to 6 degrees advance.
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Don’t forget to read the spec card. It contains valuable details about the camshaft’s specifications as well as information about break-in lube, valve springs, and how to find the center of the intake lobe.
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TRANS-FORMATION An In-Depth Look at TCI’s Redesigned Ford C4 in a Fox-Body Mustang
The Fox-body Mustang is one of the most common—and most successful—automotive performance platforms ever to roll off an assembly line. Recently the folks at PowerTV Media, in effort to squeeze even more power from their street-strip Fox-body Ford Mustang, installed a whole load of new high-performance drivetrain components from TCI Automotive, including an 8-inch Pro-X torque converter, an Outlaw shifter, flexplate, and other go-fast parts. But at the heart of it all is TCI’s C4 automatic transmission, which is based on the original and popular OEM C4 transmission produced by Ford Motor Company for more than two decades. The race-intended TCI C4 improves upon the reliability and durability that the C4 has long been known for, which is just what the PowerTV folks were looking for to mate with their naturally aspirated, 408-inch Windsor motor producing nearly 575 horsepower. They knew that their Fox body had some 10s in it, and with a previous best of 11.91 at just over a buck-20, they were definitely in the hunt for much lower numbers. In this installment on Project 666 (visit www.stangtv.com/project-
TCI’s redesigned C4, outfitted with stronger and higherperforming components from front to back, provides the peace of mind that transmission troubles should be the least of the team’s worries with Project 666.
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cars/project-666), PowerTV took a more in-depth look at the venerable C4 that TCI has redesigned with the power-user in mind, along with the installation of the transmission, torque converter and other related components. And then the moment everyone was waiting for—the 666 hit the track in Fontana with some impressive results. Ford’s longstanding C4 three-speed automatic transmission went into production in 1964 and was the first all-Ford-designed and -manufactured automatic transmission. And when it comes to strength, the 1970 and newer C4s are the way to go, with their large input shaft. The 26-spline and 0.839-inch shaft make for a unit that can handle a lot of punishment, sometimes upward of 600 horsepower when utilizing hardened, aftermarket input shafts and splines. In addition, the cases made after 1970 use a different mounting design compared to previous versions, as the bellhousing bolts up to the case rather than the front pump, equating to an additional level of strength for demanding applications. The C4 underwent several refinements around 1970 while being employed in a long list of Ford, Lincoln and Mercury vehicles, and to this day it is still the simplest and most reliable automatic transmission that Ford has ever produced. Ford’s C4 was replaced in 1982 by the C5, and despite the end of its production, it remains popular with the drag racing and hot rodding communities for its simplicity and durability. In fact, a multitude of late-model Mustang racers even choose the C4 over GM’s venerable two-speed Power Glide for racing purposes. And so it should come as no surprise that TCI’s improved and enhanced version of the C4 was selected to help propel the Project 666 Mustang.
Taking the C4 One Step Further While the Ford C4 is widely regarded as an exceptional transmission with the utmost in durability, it is generally not up to the task of handling a high amount of horsepower or standing the test of grueling racing applications. And that’s where TCI takes a great starting point with the Ford C4 transmission, and conformed its own internal design and components to make this one stellar racing transmission that’s used by racers far and wide. TCI’s C4 is a standard transbrake, three-speed automatic transmission, sporting the low-drag, six-pinion planetary kit that still uses the stock ratio but has bearings all the way through. A latemodel, 26-spline case-filled setup, it also has a reinforced forward gear drum, a billet intermediate servo assembly, a 300M input shaft, a deep aluminum pan, and Red Eagle clutches. It should be noted that these features are all standard equipment on this model transmission. This transmission is based upon a factory C4 transmission case, and is designed and intended for use in racing applications. “This particular transmission, with many of the features that it incorporates, isn’t something that we’d suggest be driven on the street. It could be
trans - formation
done periodically, but it isn’t something you’d want to put in a vehicle that you’re going to drive often,” said Scott Miller of TCI. The planetary set, which, as mentioned, sports bearings all the way through, helps to cut down on drag, which robs valuable horsepower. As Miller explained, “Ford transmissions—the C4 and C6—are both real power robbers. They draw a lot of horsepower from the motor because the planetaries are heavier and run on thrust washers all the way through. So that creates more drag, pulling horsepower from the motor.”
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The C4—TCI’s Way The design that TCI has implemented decreases the amount of drag considerably, pulling in the neighborhood of 18 to 20 horsepower, down from what is commonly about 30 horsepower in high gear. And since it is a Ford transmission, which is commonly bolted behind a small-block engine that, on average, doesn’t typically make large amounts of excess horsepower, that 10 to 12 horsepower makes quite a difference. The six-pinion planetaries are created entirely in-house by modifying the factory gear assemblies to add the extra gears. From the factory, the C4 sports a three-pinion planetary, and thus is doubled through TCI’s process. The three-pinion planetary setup in the factory transmission is notoriously a weak link, and by increasing its size, the overall strength of the planetary assembly is vastly improved. The deep, crafted aluminum pan outfitted underneath the TCI C4 holds an extra quart of fluid as compared to the factory unit, preventing the chance of fluid starvation, especially in high-RPM applications. This is a very common occurrence in higher-RPM engine combinations, where the fluid cannot be pumped quickly enough to get it back into the pan fast enough to keep the filter submerged in the fluid. And, since it is constructed with strong, thick aluminum, it provides some additional strength and rigidity to the case. The transbrake valve body is designed and manufactured in-house at TCI and is a pro-tree-style unit that uses a reverse-pattern setup with an external solenoid. A “pro-tree” valve body means that the transbrake must be engaged in reverse in order for the car to back up. The entire TCI C4 transmission, like every product that TCI manufactures, goes through a rigorous testing procedure to check for quality and function. This process is done in three separate stages. First, the valve body goes through its own special dynamometer; then the transmission is hydraulically tested on another dyno; and, finally, the valve body is bolted on and the pan installed and the entire unit is put through its paces on yet another dyno that returns results with figures such as the pressures for each gear, the cooler flow in each gear, and other detailed information.
The external transbrake solenoid and bracket are installed on the transmission. By being installed outside of the transmission case, the solenoid is able to cool much more quickly compared to an internal design, which is important if you’re a drag racer in a round-robin situation.
The planetary set sports bearings all the way through, decreasing the amount of drag that ultimately robs the engine of horsepower.
700 Horsepower? No Problem The improved elements of the trusty C4 by TCI make this a very solid unit for use in higher-horsepower applications, and a great fit for the Project 666 Mustang. “This transmission could be put behind a 750-horsepower application with no problems whatsoever. As well, there are some custom things that we could do to increase the pressures to make it handle even more horsepower, if needed. Part-wise, it’s just fine, but when you’re increasing the horsepower, it’s a good idea to bump the line pressure up a little bit more,” Miller says. In addition to the C4 transmission, the Project 666 will be outfitted
The low-drag, six-pinion planetary set is installed in the transmission case. The use of bearings in the gear set creates less drag than the thrust washer design used in the factory C4 transmissions.
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with a host of other add-on accessories from TCI to get the best performance and ease of use out of the new drivetrain.
Rounding Out 666’s Driveline
TCI has given the internal components of the C4 a complete overhaul, creating a design that promotes less drag and increased durability.
The deep, crafted aluminum pan outfitted underneath the TCI C4 holds an extra quart of fluid as compared to the factory unit, preventing the chance of fluid starvation, especially in highRPM applications. The thick, aluminum construction is also much tougher than the OEM pan.
The pro-tree-style valve body in the C4 uses a reverse-pattern setup with an external solenoid, meaning the transbrake must be engaged in reverse in order for the car to back up.
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First, there is the C4 SFI-certified bellhousing, made of a tough 6061 alloy aluminum that will bolt right up to the C4 without any modifications. The C4 transmission doesn’t typically come with a bellhousing included in the kit, because, as a detachable component, most people commonly have their own. The bellhousing, along with the Transmission Cooler Kit (PN 823800), comes highly suggested by TCI but is not a mandatory add-on. The Performance Cooler is a 26,000-GVW cooler designed specifically for racing applications; it is the largest that TCI manufactures and is outfitted with a #6 AN female fitting. TCI’s SFI-approved flexplate features extra welds all the way around both sides. Most flexplates on the market have the ring gear that is welded on one side, but TCI has taken the extra step of performing the welds on both sides of this thicker-than-stock piece. The 666 will also benefit from the use of a RollStop Solenoid (PN 861100) to perform burnouts just as the professionals do. To use the RollStop, you simply pump up the brake pressure, apply the RollStop, and release the brake pedal, which keeps the front brakes applied during the burnout procedure. According to Miller, this unit is universally designed to work with any type of braking system, and can withstand pressures of 3,000 psi while drawing only one amp of current. TCI offers a handful of options for shifters, and it all comes down to personal preference; PowerTV chose to go with the Outlaw Shifter, which features an integrated two-button handle, one for the transbrake and the other for the line lock. For those who prefer to do without the button setup, an Outlaw Shifter minus that feature also is available. Along with the shifter, TCI’s three-speed Rev Pattern Thunder Stick/ Outlaw Gate Plate will be used; it essentially makes the Outlaw Shifter a reverse-pattern setup for the C4 transmission, which uses a reverse-pattern valve body. The 666 C4 will be outfitted with TCI’s SFI-approved Trans-Shield, made from 6061 aluminum, that bolts right up without any modifications. Also, the C4 will be run with
TCI’s Max Shift ATF fluid, which is available in four different blends to cover most automatic transmissions. “It’s not a Dextron-based fluid, but it has additives in it that makes it run a lot cooler than other fluids without breaking down as quickly and easily,” Miller said.
Converting the C4 And, finally, the drivetrain would be virtually useless without a high-performance torque converter mated to the C4 transmission to transfer the power to the rear tires. And so TCI’s 8-inch, steel stator, weld-together converter was installed. This converter is designed for full race applications, and Miller says it’s good for a maximum of about 875 to 900 horsepower, as it will stall too high with any more horsepower than that. Nowadays, racers are going with much larger converters, such as the 9- and 10-inch Pro-X line, because of the amount of horsepower they’re producing. However, for a combination such as this, the smaller converter is a perfect fit for the level of horsepower that the Project 666 is planning to produce, as a larger model would simply bottleneck the engine on the racetrack. Miller said, “In this type of application, the 8-inch converter is going to perform better, because, with the higher-horsepower-rated converter, it’s going to slip too much on the top end, cutting down on elapsed time and mile per hour.”
The Trip to Fontana with High 10s on the Mind Project 666’s trip to the track began surprisingly early, with a departure time of 6 in the morning, in order to arrive at the track in time for a prime pit spot. As it turned out, the Project 666 ended up 1/4 mile from the staging area. The two-mile asphalt circle track that is parallel to the pit area was used as a point of reference in measuring the distance. This is the same oval track where NASCAR holds its annual Fontana races. After a quick check of fluids and tire pressure, and window cleaning, everything was set. As soon as the driver, James, was stuffed into the driver’s seat, the call came over the public address system for cars to start moving to the staging area. The initial choice to enter in the Sportsman
T R A N S - F O R M AT I O N
class turned out to be a mistake, and the decision was made to move up to the Pro class. On the first run, the project car left at 3,500 RPM of the transbrake, and the car rebounded with a 1.49 60-foot and a 7.17 at 94.23 mph eighth-mile, where the car lifted and coasted out the rest of the track to a 11.92 at 87.93 mph. The driver reported an issue with the shifter possibly being misadjusted. On the second pass of the day, the 666 carried the wheels with a 1.43 60-foot and a 7.06 at 94.35 mph eighth-mile time and rounded out the quarter mile with a 11.17 at 117.70 mph pass. During the run, each gear change resulted in a loud bang through the exhaust system. After a five-minute walk back to the trailer, the team’s worst fears were confirmed. The pop in the exhaust was substantial, and the source needed to be tracked down. After listening to the engine, it was determined that there was a problem with a leaky exhaust gasket that was drawing fresh air into the exhaust flow. In the staging area, James was waiting to move into the burnout box. James drew the left-hand lane, where he started on the first run of the day. The car launched much harder than the previous runs and the gears shifted smoothly, resulting in a breakout run. The car had dialed a 10.80 and ran a 10.56 at 116.94 mph while on the rev limiter the last 150 feet, due to the lack of rear gear. With the proper gearing and being able to stay in it the entire duration of the track, 10.30s would have been achieved. The last five-minute walk was a bittersweet feeling because of the nice run, but the reality of breaking out and going home meant the end of the day. Because the plan for this project was to take the route of an automatic transmission, one of the primary needs and objectives was outfitting the car with a transmission that would stand up to the demands of the horsepower from the venerable 408, and TCI’s C4 is exactly that. It combines all the great attributes that Ford fanatics have come to know and love, with the increased durability and performance that has made TCI among the leaders in the industry. And, coupled with other quality driveline components from the TCI catalog, the team was assured that once the 666 hit the track, transmission troubles would be the least of their worries. With plenty more performance on the table, PowerTV is not quite done with this Fox just yet, so check for more updates as they pound the quarter mile in pursuit of the mid9-second zone.
Y T L A I C E SP S ONLINE TOOL
Day Or Night Unlike other flexplates on the market that have the ring gear welded on one side, TCI has taken the extra step of performing the welds on both sides of this thicker-than-stock piece.
PowerTV chose TCI’s Outlaw Shifter, which features an integrated two-button handle, one for the transbrake and the other for the line lock.
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From time saving hand tools to precision measuring devices, Powerhouse® offers the right tools to complete your automotive project more efficiently. Shop the internetʼs largest selection of specialty tools featuring safe, secure ordering 24 hours a day, 7 days a week. • Top Quality & Hard-To Find Tools • Safe & Secure Online Ordering • Daily Product & Shipping Specials • Fast Delivery To Your Doorstep The C4 will be mated up to TCI’s 8-inch, steel stator, weld-together C4 converter designed for full race applications, which is good for about 875 to 900 horsepower. POWERHOUSEPRODUCTS.COM PPNDIGITAL.COM
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The test engine, a 383 Scat-cranked stroker, is typical of the majority of small-block Chevys built these days. Intended for use with 89-octane fuel, this engine is well within the budget of most serious hot rodders.
Port Volumes an d Your E ngine - Build in g L if e
What You Need to Know and Why to Maximize Your Cylinder-Head Purchase SOURCE
DART MACHINERY www.dartheads.com
(248) 362-1188
s t ory an d p h o t os b y Dav i d V i z ar d
More airflow usually equates to greater output. But in the case of a cylinder head’s port sizing, the lure of “bigger” ports can be a trap waiting to snare the uninformed. A 4-cycle engine is far from being a simple air pump. The principal reason for turning apparent simplicity into real-world complexity is the dynamic “stop-start” nature of the flow through the engine and the fact that air is much heavier than is often supposed. Rapidly changing rates of pressure and suction bring strongly into play both the momentum and the pressure wave effects that can be used to boost cylinder filling. At the end of the day, this means that, for a given displacement and rpm band, there is a set of ports that is right for the job. Anything more than a few percent bigger or smaller is not. The following tests demonstrate the differences delivered by a range of port sizes.
The Test Engine This was one of my budget builds, a replica of which you can get from Pro Stock engine builder/racer Terry Walters in Roanoke, Virginia (www.waltersengines.com), for about $5,400 turn-key. The final price, though, will depend on the exact spec. For this test, it was a Scat 3.75-inch stroker (budget cast-steel series 9000 crank teamed with Scat’s budget 6-inch I-beam pro-comp rod). Pistons were forged Silvolite ICON items. These, in conjunction with the “as-cast” 72cc combustion chamber Dart heads tested, delivered 9.8/1 CR. Had the 64cc heads been used, the CR
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would have been bumped to 10.7/1 for use with 93-octane. For what it is worth, the torque and horsepower jump by about 15 numbers with the CR increase. The cam used for this engine was a custom 276 hydraulic roller grind done to precisely cater for the cylinder head characteristics, CR and displacement involved. If the saving of about $250 is of interest, then it’s worth noting that a hot street hydraulic flat tappet cam with a 280 duration will deliver very comparable results. My book, “How to Build Max Performance Small Block Chevys on a Budget” (available at www.amazon.com), goes into precise detail on the cam selection for a given combination. It goes so far as to give the cam for your build to a precision equal or better than testing a half dozen or more likely candidates on the dyno. Headers used were a set of street Hookers with 1-5/8-inch primaries and a 2-1/2 secondary (collector) 18 inches long. The carb was an entry-level 750cfm AED unit mounted on a Dart two-plane intake. For this test to be valid, it is worth mentioning that it is important that the intake manifold is capable of servicing the needs of the engine at both low and high speeds. This means a manifold that will flow well by virtue of efficient ports, not big ones. The Dart two-plane item met those needs. At each cylinder-head change, which ran small to large, the intake manifold was rematched to the bigger ports at the manifold face. Ignition was via a Pertronix contactless unit. These are low-cost and get the job done well.
P O Rt vO L U M E S
The TesT heads The intent here is to run four pairs of the Dart Platinum Pro 1 heads having intake port volumes of 180, 200, 215, and 230 cc. Regardless of port volume, all these heads flow about the same cfm until some 0.400 inch of valve lift has taken place (see Fig. 1). Even at 0.600, where the test engine’s valve train tops out, there are measurable flow differences. Because these differences are the result of a port-size increase, they are a legitimate component in our bid to investigate the overall effect on the engine’s torque/power curve. Check out the flow curves in Fig. 1. and you will see that the majority of the flow increases with increasing port volume occur at the higher lift value—so much so that any test that did not put enough lift into the valve to access the extra flow at high lift would be totally skewed in favor of the smaller port heads. We talk port size in cc’s, but the reality is that it is the port cross-sectional area that is the factor we wish to control—so why is port cross-sectional area important? If the area is bigger, the flow surely goes up, and that’s what we want, is it not? Sure, the engine wants as much airflow as possible, but much of the flow throughput depends on port velocity and the generation of pressure pulses. This means an overly large port can hurt power, even though it may, on the flow bench at least, flow better. The question is, how does this work out on the dyno?
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if you are into small-block Chevys, it’s worth noting that the reviews on amazon.com indicate this to be the toprated book on the market. The information it contains is highly pertinent to not only the home engine builder but also the small shop that needs to build cost-effective crate engines.
dYno resulTs So you can better see what’s going on here, the torque and horsepower graphs have been separated (see following page). The effect any particular head has on low-speed output can be more clearly seen by considering the curves shown on the low end of the torque graph. To see the effects on the top end, check out the curves from mid to high rpm on the horsepower graph. Inspection of the torque curves in Fig. 2 shows that the 180cc ports (black) turned in the best numbers up to 3,400 rpm, with a peak of 482 lb-ft. The 200cc port (red), though marginally lagging initially, proved stronger from 3,400 rpm up, where it ran up with, or close to, the bigger ports.
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here is a shot of dart’s Platinum heads’ chambers with and without valves. The design of these heads is the result of a lot of r&d on both wet- and dry-flow benches and the dyno. if this technology is to be converted into results on your motor, it makes sense to choose the right port volume for the application.
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figure 1 for all practical purposes, there is no great flow difference between these heads until about the 0.400-lift mark. at this point the superiority of the bigger ports starts to pay off. even so, those differences are hardly significant until about 0.500 lift. To tap into the full potential of the bigger ports, a valve lift of at least 0.600 inch was necessary.
here are relative sizes at the manifold face of the 180cc port runner (left) versus the 230 runner (right). The torque curves in Fig. 2 and the horsepower curves in Fig. 3 show that, for our spec 383-incher, the 200cc ports delivered the best curve. The 215cc (green curves) heads made the highest horsepower by pumping out 478 horses, as opposed to 457 for the 180cc runners, 472 for the 200s, and 475 for the 230s. The price the 215s pay over the 200s to achieve this 7-hp advantage is that they give away up to 10 lb-ft of torque in the rpm range from 2,300 to 3,200. As for the 230cc port runner heads, these, on our 383, failed to deliver any advantage anywhere in the rpm range. The smaller 215cc port heads actually outperformed the 230s everywhere! If the test engine was capable of more rpm or was of a larger displacement, the bigger port heads would have paid off. So how do you decide what port volume your small-block Chevy should have for best results? Check out the chart in Fig. 4. This will give you a good starting point for port-volume selection for a 23-degree-headed small-block Chevy. A word of caution here: Do not overestimate the power you are likely to see. All that will do is lead you into a bigger port than would be optimal. This will result in less power than you had hoped for. At the end of the day, a little too small is better than a little too big! A final point, just in case you are wondering: With a slightly bigger cam and 10.5/1 CR, the as-cast 200cc Platinum Darts on this engine allowed it to crank out 500 lb-ft and a tad over 502 hp.
figure 2 The dyno results tell us that smaller, higher-velocity ports favor lowspeed output (black 180, red 200, green 215, blue 230). These results also show that going too big (blue curve of 230cc port) on the ports, for the intended combination, produces worse results almost everywhere in the rpm range.
figure 3 it is easier to see what is working best at the top end of the rpm range by looking at the horsepower curves. here we see that the 215cc port (green curve) equaled or beat the 230cc port (blue curve) everywhere, thus proving bigger is not always better. Combining what we see from the torque curves and the horsepower curves, the 200cc runner (red curve) gives the best average numbers over the rpm range tested.
figure 4
a
B
C
d
Projected HP 350 400 400 – 450 450 500 500 550 550 600 600 700 Fig 4
here is what a size comparison of the characteristic port areas looks like for our test heads (a-d). increasing the area may increase the flow but the port velocity drops. This may hurt output more than the flow increases it.
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Port Vol. Min Max 140 160 160 180 180 200 200 220 220 230 230 +
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