Power & Performance News Fall 2012

Volume 3, Issue 2

FAST: PAVING THE WAY FOR EFI IN NASCAR

HOWCOMP CAMS

INSPIRESTOMORROW’SINNOVATORS

HOWCOMP CAMS

INSPIRESTOMORROW’SINNOVATORS

FAST: PAVING THE WAY FOR EFI IN NASCAR

BIG CHANGESAT DUPONT

THE COOLESTAUTOMOTIVE PHONE APPS

FLEX-A-LITE:50 YEARS OF COOLING PERFORMANCE

New Product Breakthroughs For 2013

TAKIN’ IT TO THE STREETS

Race-QualityStreet Machines

AUTOMOTIVE PHONE APPS

PAR

T #

PP20

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POWER NEWS 6

PERFORMANCE TV/HORSEPOWER ONLINE 10Must-See Videos for the Performance Fan, Car Geek and Tech-Savvy Gearhead

DEPARTMENTS

HOT WHEELS 12Owen Odell’s ’66 Mustang Fastback Is Nothing to Toy With

THE GREAT OIL COVERUP 16Is the EPA Harming Your Hot Rod?

FAST SECRETS REVEALED 20Behind the Scenes With FAST’s NASCAR Fuel Injection Test Bed

50 YEARS OFCOOLING PERFORMANCE 24Flex-a-lite Celebrates Five Decades of Being a Family-Run Business

LEAN, MEAN PAINTIN’ MACHINE 56Big Changes at DuPont MeanImproved Products for You

A TON OF HORSEPOWER FUN 60The RHS LS Race Block HelpsHinson Motorsports Chase the Record Books

TRUCKS, TRAILERS& THE OPEN ROAD 62Weld Works Hard to Keep You Rolling Along

AMERICAN MADEFOR AMERICAN MUSCLE 66ididit Is a True American Success Story

PAY IT FORWARD 69COMP Cams Supports the Innovators of Tomorrow with Clemson University Special Partnership

WIDE WORLD OF WOOD 76Bed Wood And Parts Makes Your Bed For You

ADAPTING AND EXPANDING 90How Steele Rubber Has Kept Up With the Times

WIRED FOR SPEED 97The Best Automotive Apps for theiPhone and Android

FEATURES

CONTENTSBED WOOD AND PARTS 39COMP CAMS 27DRIVEN RACING OIL 55DuPONT 34DYNAMAT 50EDDIE MOTORSPORTS 46FAST 38

PRODUCTSPOTLIGHTS

FLEX-A-LITE 29HYPERTECH 44IDIDIT, INC. 31INGLESE 49LUNATI 54RACING HEAD SERVICE 48STEELE RUBBER PRODUCTS 42TCI AUTO 52QUARTER MASTER 53WELD RACING 36ZEX 53

CONTENTS44314954484252533653


PAY IT FORWARD 69COMP Cams Supports the Innovators of Tomorrow with Clemson University Special Partnership

WIDE WORLD OF WOOD 76Bed Wood And Parts Makes Your Bed For You

ADAPTING AND EXPANDING 90How Steele Rubber Has Kept Up With the Times

WIRED FOR SPEED 97The Best Automotive Apps for theiPhone and Android

POLISHED PRECISION 73Installing an Eddie MotorsportsS.drive Serpentine Pulley System

FLEXPLATE BASICS 80Performance Cars NeedPerformance Flexplates—Here’s Why

TOW AND GO 82Hypertech’s Max Energy Power Programmer Gives You What You Want And Need

BULLETPROOF 85Lunati Engineers Unleash the Ultimate Rotating Assembly and Valvetrain for GM’s LS Engine

SILENCE RULES 93Leave the Noise Behind:Installing Dynamat Xtreme

RACING CLUTCH TECH TIP 95How to Set Throwout BearingClearance Properly

TECHNICAL

CONTENTS Website: www.ppndigital.com

Facebook: www.facebook.com/ppndigital

Twitter: www.twitter.com/ppndigital

Youtube: www.powerperformancetv.com

WELD’S HOT NEWDUALLY WHEELS

AMERICAN MADE 66ididit Is a True American Success Story

FLEX-A-LITE 29HYPERTECH 44IDIDIT, INC. 31INGLESE 49LUNATI 54RACING HEAD SERVICE 48STEELE RUBBER PRODUCTS 42TCI AUTO 52QUARTER MASTER 53WELD RACING 36ZEX 53

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A TON OF HORSEPOWER FUN60

A TON OF HORSEPOWER FUN

FLEXPLATEBASICS

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POWER & PERFORMANCE NEWS6

www.PPNdigital.comWANT MORE?

POWER & PERFORMANCE NEWS MAGAZINE

PUBLISHER ........................ DAVID LEACH

EDITORIALCONTRIBUTING EDITORSMATT EMERY, CAM BENTY

MANAGING EDITOR.............. JENNIFER MCGAULEY

CONTRIBUTORS

STEPHEN K. ANDERSONCAM BENTYMATT EMERYDAVID FETHERSTONDAN HODGDONJEFF HUNEYCUTTSCOTT KILLEENCOLE QUINNELLSIMON RICHARDSDEANNA SCANLON

ADVERTISINGMANAGER .......................... DAVID LEACH

ARTMATT RUSTHEATHER HOLDERFIELD

POWER & PERFORMANCE NEWS ONLINEONLINE EDITOR ................... DAN HODGDONSOCIAL MEDIA ..................... ASHLEY BERRYHILL

Power & Performance News® is published quarterly in the interest and growth of high-performance aftermarket products and services. The maga-zine consists of dedicated information from participating partner companies with the mission of disseminating unfi ltered 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.

Kenny Brown is back building best-in-class Mustangs. Engineer, builder and manager of the 1986-’87 Saleen-R Mustangs he took to four national championships in endurance sports car racing, Brown’s fi rst foray back into the Mustang market is the Kenny Brown GT-4 RS.

A premium performance Mustang specifi cally designed as an ultimate track-day car, it features his latest AGS 4.0 Advanced Geometry Suspension system, which is the “secret sauce” in its incredible handling and confi dence-inspiring driving characteristics. Also featured are a host of high-end performance options, including custom engine and transmission upgrades,

POWER

NEWS

NEW-BREEDMUSTANGS

Kenny Brown Releases HisFourth-Generation Ford Mustang

for Street or Race

CRAFTSMANEXPERIENCE

In addition to an array of hand tools, power tools, lawn and garden equipment, storage and garage gear, and other cool things you need, the Craftsman Experience site provides unique access to a hands-on work station, a live social media studio, and project demonstrations showcasing the innovation and performance of Craftsman tools. You can even hear from Frank Fontana and his celebrity guests on the Down and Dirty Radio Show for some useful insight. Visit: www.craftsman.com/experience.

7PPNDIGITAL.COM

POWER

NEWSWhen watch salesman Richard Sears partnered with watch

repairman Alvah Roebuck in co-founding Sears Roebuck & Co. in 1893, little did they know they would soon empower a nation. Their catalog quickly became “the” wish book for rural America, edging out the top spot over the slightly larger and previously favored Montgomery Ward catalog established 21 years before. The catalogs were stacked in Sears & Roebuck’s favor!

While the Sears catalog offered tools supplied by the Frank Mossberg Company and other manufacturers, including Durobilt, Hinsdale and Merit, it is thought that Sears eventually marketed its own tools under the Fulton Tool Company brand, although no offi cial connection has ever been established.

By 1927, Sears secured its familiar tool branding from the Marion-Craftsman Tool Company for $500, and once named, its fi rst-rate Craftsman tool line became the household standard. With subsequent growth of the automotive market, continuous improvement ensured its success, as the polished fi nish and high-impact plastic handles made for easy cleaning and effective marketing of the durable tools.

Best of all, most Craftsman tools were guaranteed for life, a benefi t that extended to other gardening products as well. It’s

interesting to note that an independent survey rated Craftsman as the top choice of all American brands as recently as 2001, while some profess it’s still the same today.

By 1930, Sears built upon a premise that tools incorporating vanadium, chromium, and molybdenum were preferred by

professionals, which led to the establishment of several names, including Craftsman Vanadium Steel and Chrome-Vanadium, before the Craftsman Vanadium brand name was fi nalized.

Along the way, Craftsman expanded its lineup with an unprecedented variety of tools manufactured by numerous suppliers to Sears

standards, which was often signifi ed by specifi c codes incorporated in their design. Beyond the array of familiar items, Craftsman also offered a continual line of innovative tools to keep the market fresh and the customers coming back.

This year marks the 85th anniversary of the Craftsman brand, and while “big box” competitors such as Wal-Mart, Lowe’s, Home Depot and others have certainly challenged Sears in recent years, the Craftsman brand has a loyal following unequaled by any other tool brand in the world—guys like us who still have the Craftsman tools Santa brought them decades ago.

CRAFTSMANCELEBRATES ITS 85TH ANNIVERSARY

CRAFTSMANEXPERIENCE

matched with massive brakes and ultra-lightweight wheels, combined with a host of other high-tech upgrades.

“The latest S-197 Mustang with the awesome 5.0L Coyote engine has given me an outstanding platform to work my magic,” Brown says. “This past season we have spent many hours at tracks across the country developing, testing and validating the diff erent components and packages for my upcoming 2013 GT-4 Series Mustang range. As always, all my cars have base-package content with an extensive option list, and each is handcrafted and bespoke to the individual customer’s needs and budget.”

The growing popularity of track days and motorsports country clubs is a fantastic way to fully experience performance cars. Brown personally has a passion for driving great cars on great tracks, so it’s only natural his fi rst next-gen super Mustang out of the gates fi ts this segment. In 2013, he will be off ering four models: two models developed specifi cally for super street performance—GT-4 and GT-4 S (supercharged)—and two models specifi cally for track days or motorsport country clubs—GT-4 CS (Club Sport) and the heavily optioned GT-4 RS.

For track day and motorsports country club drivers, the GT-4 CS

is a great entry-level car, with everything needed for an exhilarating day at the track. The heavily optioned GT-4 RS positions above the GT-4 CS, and is a more cost-eff ective option to the Porsche GT-3 RS. Both off er great durability, aff ording maintenance and repair costs at a fraction of its European counterparts. For more information, contact Kenny Brown Performance Group at (317) 396-2768.


COPO-A-GO GO

POWER

NEWS

Once a concept imbued with GM history, the 2013 COPO (Central Offi ce Production Order) Camaro has become a reality once again. Sixty-nine of these race-ready machines are headed for those willing to step up to the lofty price, and able to handle these high-powered, lightweight performers. Powered by one of three engines (a naturally aspirated 427 V8, a 327 V8 with a 2.9L supercharger, or a 327 V8 with a 4.0L supercharger), every example will live up to its image. Just weeks ago, Cagnazzi Racing out of Mooresville,

HARD CHARGER

Innovation is alive and well in Stewart, Florida, where Shawn Koon’s ’70 Dodge Charger (illustrated by Eric Brockmeyer) is taking shape at Miranda Built, Inc. Owner Jerry Miranda offered insight to the inroads of innovative treatments end to end.

Beneath its charcoal-gray exterior are many clever details that confi rm the owner’s belief in stepping out. A look inside reveals updates and upholstery done in-house at Miranda Built that will match interest with comfort. Pressing the right pedal will empower an Indy Cylinder Head 572 Hemi fi tted with a Hogan sheet metal intake topped with twin throttle bodies, a Billet Specialties Tru Trac serpentine belt system, and other touches framed by custom sheet metal.

To keep the power in check, the chassis is updated with air suspension all around, a new K-member from Riley Motorsports, and parallel links securing an 8-3/4-inch Mopar rear end. The brushed-satin Schott rims (20x8.5 and 22x12) are wrapped in Pirelli P-Zero traction, concealing Wilwood W6A calipers with 15-inch front rotors and W4A calipers united with 14-inch rotors.

All in all, this all-out Charger is sure to impress when it takes to the highway in the months to come. Find out more from Miranda Built at (954) 531-6177.

9PPNDIGITAL.COM

When Allen Manufacturing Company innovated hex key fasteners in 1910, people had to wonder “why,” as conventional bolts seemed good enough. So it was when Henry Phillips’ self-centering screws and screwdrivers augmented blades. Yet change is good, and 100 years later, DSR Fasteners’ “Notcheads” have advanced the past.Conceived and manufactured by Ridler Award-winning Divers Street Rods in Startup, Washington, these powerful fasteners provide a secure grip under heavy loads, while lending a special appeal for those reaching beyond old-school nuts and bolts. Get yours from www.diversstreetrods.com.

NOTCHEAD INNOVATION

COPO-A-GO GO

POWER

NEWS

HARD CHARGER

Golden Looks. Even Better Performance.New COMP Cams® Ultra-Gold™ ARC Series Aluminum Rocker Arms Include Design Updates And New Features That Take Your Chevy Valve Train To A Whole New Level.

COMP Cams® is revolutionizing Chevrolet valve train performance once again with the next generation of Ultra-Gold™ ARC Series Aluminum Rocker Arms. Featur-ing an Arced, Recessed, Contoured design, Ultra-Gold™ ARC Rockers increase engine power, enhance valve train stability and improve oiling. Ultra-Gold™ ARC Rockers feature a new extrusion based on improvements developed through FEA analysis, resulting in an even stronger, stiffer body without compromising mass. A new arced channel and contoured top, similar to a bridge design, give the rockers the best strength-to-weight ratio possible. Manufactured entirely in the U.S.A., all Ultra-Gold™ ARC Series Aluminum Rocker Arms feature a spring oiler channel through the body for improved lubrication. Next gen Ultra-Gold™ Rockers both in-crease engine power and enhance valve train stability - and look good doing it.

• Stronger, stiffer body without compromising mass • Arced, recessed, contoured design for the best strength possible • Exclusive spiral lock type clips replace retaining clips

• Proven to withstand extremely aggressive spring pressure & valve lift

Engineered To Finish First.

CAM HELP® 1.800.999.0853 | WWW.COMPCAMS.COM

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ULTRA-GOLD™ ARC SERIES ALUMINUM ROCKER ARMS

MAKE PART # DESCRIPTION STUD DIAMETER RATIO

Chevrolet

19001-16 V8 265-400 3/8" 1.5

19002-16 V8 265-400 3/8" 1.6

19003-16 V8 265-400 3/8" 1.65

19004-16 V8 265-400 7/16" 1.5

19005-16 V8 265-400 7/16" 1.6

19006-16 V8 265-400 7/16" 1.65

19021-16A V8 396-454 7/16" 1.7

GM LS19024-16B GM LS Series 8mm 1.72

19025-16B GM LS Series 8mm 1.82


19025-16 GM LS Series 8mm 1.82

LIFETIMEWARRANTY

SATISFACTIONGUARANTEED

Join Us:

North Carolina (home of winning NHRA Pro Stock contenders Dave Connolly and Erica Enders), debuted its “Grumpy’s Toy” XVIII tribute COPO Camaro at Rockingham Drag Strip. By weekend’s end, everyone came away celebrating a 9.381 at 141.00 mph; the existing NHRA A/Stock record was 9.94! Needless to say, there’s plenty of go in the new COPO Camaro.


DRIVEN TO WIN

There’s a reason Joe Gibbs has won three Super Bowls and has been success-ful in both NHRA and NASCAR—he knows

how to build winners. Well, he’s done it again with Driven Racing Oil, which is quickly becoming a favorite of top racers and rodders, as Driven also provides incredible protection for every vehicle, including your high-performance street cars.

HUB GARAGE

Hub Garage is the coolest place on the web to show off your car! Hub Garage has links to cars, parts, people and places you want to see most.

CAMERA READY

There’s no question about it —we all want to get in on the action, and pass those expe-riences along to others who wish they could have

been there! Fortunately, this has never been easier, thanks to the innovative cameras and enabling products from Replay XD. To learn more and see the unreal 1080p capability, check out amazing examples of various venues for yourself here.

ONLINEHORSEPOWER WHETHER YOU LOVE HOT RODS, MODERN

MUSCLE, MUD-SLINGIN’ PICKUPS OR RACECARS, THERE ARE MORE SITES THAN

EVER TO SATIATE YOUR APPETITE FOR HIGH-PERFORMANCE CONTENT

http://www.youtube.com/watch?v=1nz6Mzo3alQ

www.youtube.com/user/TheRePlayXD

www.youtube.com/user/hubgarage

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.

A few short years ago, there were only a handful of decent sites on the

Web for people with a passion for performance, and most were either

forums packed with opinion but light on real content, or magazine-

based sites with the same articles and photos you saw on the newsstand

the month before. Things have changed, and car guys have an unbeliev-

able smorgasbord of car content available, updated daily thanks to new

standards set by fast-moving blogs.

We’ve assembled a short list of the newest, coolest, and most distinc-

tive performance sites on the Web today, and they dive into some pretty

distinct niches. From manufacturer sites packed with “how to” and tech

content to blogs dedicated to everything from slammed sports cars to

classic hot rods, we’ve assembled a pretty diverse group. Visit them

today, because you never know—this list changes constantly.


HORSEPOWER ONLINE/PERFORMANCE VIDEOS

www.youtube.com/user/TheRePlayXD

www.youtube.com/user/hubgarage

STAY INTHE CHASE

NASCAR is one of the world’s most popular spectator sports, and there’s no question

that staying in NASCAR’s draft is diffi cult if you depend on television alone. With NASCAR’s offi cial YouTube channel, you can quickly get up to speed on the latest events, the chatter among the best drivers, and hear from the best of the best about other aspects of the sport that would otherwise be lost in the shuffl e. Get behind the wheel in NASCAR’s 2012 Chase and stay in the hunt!

EXHAUSTING RESEARCH

While horse-power is what pushes you into the seat, it’s the sound of your car

that sets your emotions in motion. To discover the benefi ts Borla brings to the road, check out the sights and sounds that people love around the world. Get more with Borla!

LAZZE SKILLS

If you want to learn metal-working mas-tery, check out Lazze Metal Shaping on Hub Garage TV in this video, and others in a long series suited to gearheads. You can also learn about classes to get hands-on experience that will serve you well. You’ll never look at steel the same way again.

http://www.youtube.com/nascar

http://www.youtube.com/user/borla

www.youtube.com/watch?v=TW65d12DaZI

If you’ve never driven a ni-trous-equipped car, it’s time to see what you’ve been miss-ing. A plug and play ZEX™ ni-trous system will give your vehicle an instant horsepower boost that will forever change your driving experience.

Scan the QR Code to see a video of what you’ve been missing.

Still notconvinced?

It’s time for aZEX™ education!


First-generation Mustangs are the basic DNA of all modern street machines. So what gives them the right to this legacy? Is it the sleek, race-inspired design, or the horsepower under the hood, or something more? With street machines, that special something requires tremendous creativity—the ability to combine just the right grouping of power and design cues into a single package that says this car builder understands the key elements to performance, plus the ability to execute a quality build, with carefully applied paint over panels neatly massaged into place. It’s quite a tall order, to be sure, like Owen Odell’s 1966 Mustang.

Odell is not your average street machiner; he is a tad over 75 years old but still full of piss and vinegar when it comes to speed, style and burning rubber. When he went to see Dale Johns at D&D Cars in Van Buren, Arkansas, about a project he had longed to create, he carried a jacked-up Hot Wheels toy Mustang in his pocket. “This is the look that I want!” he told Johns, showing him the toy. “Something like no one else has built! Something audacious, fast and racked up!”

According to Johns, “This meant we had to do a full-tube frame. There was no way we could get that heavily raked stance that would make this car look so right without one. Luckily, Owen just gave us a clean sheet to make it all work. So we built a full tubular chassis on the stock 108-inch wheelbase using a Heidts independent rear axle kit with a Positraction-equipped Ford 9-inch center and adjustable coil/over to set the stance and ride height. At the front, we engineered the new frame using Air Ride ShockWave bags on a complete Kugel A-arm suspension setup. This setup allowed us to set an aggressive stance to the fastback’s new style.”

The reality was that this Mustang project was going to be an amazing build. It would require an enormous amount of work to make it the way the owner wanted, and plenty of vision as to how it would all interact and function, while getting the stance right and still retaining ride quality and driveability.

Johns engineered the new chassis in combination with new pick-up points in the body to mate the frame and body together, while building a completely new engine compartment. Other basic re-engineering included fabbing a new fl oor and tunnel and installing the Kugel rack-and-pinion steering assembly. Other additions included Wilwood four-wheel disc brakes with a Kugel booster and master cylinder and the ididit steering column. The rear brakes are inboard courtesy of the Heidts rear-end system, which makes this an unusual and interesting update.

“It was quite an involved build. I had to basically fi gure out all the

geometry for the rack as we went along. Running 20-inch wheels at both ends makes this a tough call, because that set part of the ride height immediately. But it also gave the Mustang the Hot Wheels look Owen wanted,” Johns said.

Johns added, “Owen was explicit about detailing the build of the car. The suspension is all polished or color-detailed, as are the brakes and the underbody. He wanted a car that anyone could look anywhere and appreciate the work that went into it.”

The body makeover took quite some doing for a basically stock-looking package. Johns and his crew had to create a new forward-opening hood, rework much of the sheet metal to make it fi t right, and gap the doors, trunk and hood correctly. The new engine-compartment sheet metal has a rolled edge that conforms to the outline of the engine just below the cam covers and features two cutouts for the front-mounted hinges. The hood closes back over the top of the blower

HOT WHEELSOWEN ODELL’S ’66 MUSTANG FASTBACK IS

NOTHING TO TOY WITH


STORY AND PHOTOS BY DAVID FETHERSTON

13POWER & PERFORMANCE NEWS PPNDIGITAL.COM12 13PPNDIGITAL.COM

The cool 20-inch aluminum wheels are from Boyd

Coddington Wheels. The dash is all custom, with a

Dakota Digital instrument cluster mounted in this

billet bezel. At the rear is a fully detailed Heidts

IRS and polished stainless fuel tank. A 2004 Ford

SVT Lightning 5.4L Triton SOHC 16-valve V8 is

topped with an Eaton blower.

STORY AND PHOTOS BY DAVID FETHERSTON

and fuel injection hat and locks at the rear with a pair of external hood-lock slide assemblies.As you can imagine, Johns was very selective about what chrome to leave on the body. He knew

intuitively that taking off too much trim would not work, so he fi gured out a nice balance of fi ne chrome highlights. He retained all the window trim, door handles, grille and the single chrome spear under the door. He shaved off all the minor Mustang trim and made the bumpers body color. The bumpers were also reset and trimmed and hung closer to the body.

Once the crew at D&D had perfected the smoothness of the sheet metal, the fastback was rolled into the paint booth for its dazzling coat of PPG Black. The new paint turned out perfectly,

off ering up a slick, glossy fi nish that matches the car’s quality, top and bottom. The black accentuates the polished fi ne chrome molding, engine details, polished suspension and

the huge 20-inch Boyd Coddington aluminum wheels.The engine also was an engineering adventure. As you can see, it sits quite above the engine compartment. This was achieved with the new chassis, which

gave a much lower section between the chassis and body height up front, eff ectively poking the engine out of the hood.

Speaking of the engine, Johns installed a complete 2004 Ford SVT Lightning modular 5.4L Triton SOHC 16-valve

V-8, running 9-to-1 compression, but it has been highly detailed and updated. The engine was torn down for detailing and polishing,

with Johns reworking the heads and adding 2.5-inch exhaust valves. He also took time to

install a new Ron Francis wiring harness to control the engine management, transmission, ignition and

electronic fuel injection.Once again, Johns was careful about how he mixed polish,

chrome and color accessories on the engine. He retained the stock-colored valve covers, while polishing both the block and heads. Using a

mix of Street & Performance accessories, the crew built the engine with a custom serpentine belt accessory drive

featuring a center-mounted alternator.

The now-polished factory Lightning Eaton supercharger

and manifold is topped with a more aggressive-looking fuel injection intake that

uses a mix of OEM parts with a custom billet snorkel and air cleaner. Beside the supercharger,

Johns created a pair of covers to hide the wild mix of fuel rail, wiring and associated plumbing, topped off with oval Ford

trim. Fuel is supplied from the new polished-stainless tank mounted in the original rear tank position, and the pump is mounted inside the tank OEM-style.

Putting the estimated 380 horses to the ground is a matching Ford


The highly detailed 2004 Ford SVT Lightning Triton SOHC runs 9-to-1 compression to satisfy the OEM Eaton supercharger. The 5.4L puts out an estimated 380 horses through a Ford four-speed automatic (4R100) transmission.


four-speed automatic (4R100) transmission. This connects to a custom driveshaft built at D&D. The trans is operated by a B&M shifter mounted in the center console.

D&D is a one-stop custom shop, so even the super-slick interior was done in-house. One neat little touch is how Johns blacktopped the dash panel so the solid red interior did not start at the windshield base, making it less refl ective in bright sunlight. The rear seating is gone, replaced with a molded panel and high-topped console that includes the stereo head for the full matrix of Pioneer stereo hardware. The carpet is red wool Wilton trimmed to fi t around the new rear wheel tubs and down into the fl oor wheels. It matches the new red

leather custom bucket seat.The interior also required the creation of

a new console in matching red leather, and a slick, new, super-smooth dashboard with a Dakota Digital instrument cluster mounted in a long billet bezel. The center console also holds the Vintage Air A/C controls and the Air Ride tank pressure gauge for the rear suspension. In addition, the dash incorporates custom oval air ducts, with matching custom door handles set into the slick new door panels. A Coddington three-spoke billet steering wheel was retrimmed in red leather to match the interior color.

Surprisingly, the car took just a year from start to fi nish, and Odell is delighted with the

outcome. According to Johns, “Owen is a car show and cruising guy, but he’s not afraid to put the pedal to the metal. Once the initial bugs were worked out, Owen went for a pass at the local strip and turned 165 mph in the car! Obviously, this Mustang is far more than just a show pony!”

This summer, the Mustang received a heap of awards, including Pro’s Picks, Best of Show, Best Interior, Best Paint, Builders’ Choice Award, and Fab 5. As you might imagine, Odell and Johns are both delighted with the outcome.

The aggressive stance is set with a Kugel A-arm front suspension back up to this Heidts independent rear axle kit. It uses a Posi-equipped Ford 9-inch center with coil/overs to set the stance and ride height.

The custom red leather interior features a smooth dashboard fi lled with Dakota Digital instruments, while the center console holds the Vintage Air A/C switching and Air Ride controls for the suspension. A Coddington three-spoke billet steering wheel was re-trimmed to match.


THEGREAT OIL COVERUP

Government efforts to improve fuel efficiency may mean changes in your engine oil that nobody is telling you about.

Let’s face it, gas is expensive, and we’re all in favor of burning less fuel while still enjoying plenty of horsepower and great performance. But no matter how much some people will try to tell you otherwise, not everyone wants (or needs) a Prius. Vehicle manufacturers and the performance aftermarket have done a great job of creating engines with greater efficiency than ever before, but unfortunately, politics often also gets involved.

New government regulations requiring auto manufacturers to meet ever-increasing fuel-mileage minimums are forcing changes in areas that can affect the mechanical health of your classic or project car. And worse yet, no one is stepping up to tell you about these changes.

One major change you should be aware of is what’s going into the motor oils you may have trusted for years. New API requirements the oil manufacturers must meet are designed for new cars. But modern engines with full roller valvetrains have very different lubrication requirements than a muscle car engine. Modern engines

Today’s modern oils are not made for high-performance muscle car/racing engines and hot rods. Driven Racing Oil features the correct viscosity and mPAO base oils that your expensive performance engine needs to deliver long-term performance, reliability and peak power.

Story by Jeff Huneycutt

Is The ePA hARmIng YOuR hOT ROD?


Today’s Ls engines are a demanding environment, with tight tolerances and unique internal components. Driven Racing Oil’s Ls30 oil is specifically made to help these gm Ls engines perform at their best.

can be engineered specifically to work with these new oils, but if your engine wasn’t built to these new specs, you’re essentially left out in the cold.

Even if the bottle of oil you’ve been using says it has the same viscosity, chances are it now has a lower High Temperature High Shear (HTHS) viscosity. Although these ratings are related, HTHS isn’t the same as a standard viscosity rating. HTHS is a measure of how well oil protects in your engine’s toughest environments—areas where the temperature is highest and the friction is the greatest. Lower HTHS viscosity generally means a thinner oil, which can improve fuel economy by reducing the amount of horsepower required to pump it throughout the engine. But a lower HTHS viscosity also usually comes at the expense of wear protection.

Motor oils with a low HTHS can help provide a small improvement in fuel economy in engines. But when it comes to protection for high-horsepower engines or classic engines with flat tappet valvetrains, that increase may not be worth it. After all, who cares if you are improving your fuel mileage if the oil you are using is slowly destroying your

expensive engine? Many owners of classic cars, muscle cars and racecars will be forced to use a power-robbing higher-viscosity oil just to provide a minimal level of protection.

And this situation is only going to get worse. For example, for years many hot rodders have used diesel motor oils as both a break-in and everyday oil for their performance engines because the diesel engines still contained the high levels of ZDDP in the additive packages—an ingredient that also works well in muscle car engines. But that’s all changed, and there is even a new API heavy-duty diesel engine oil category currently under development for 2016 that will reduce the HTHS—and the usefulness of these oils for hot rodders. Diesel motor oils used to be a convenient and cheap resource for a break-in oil, but that’s simply no longer true. Because of API changes, these oils are no longer capable of reliably protecting engine components during the critical break-in process.

But that doesn’t mean all is lost. In fact, you may not even be forced to choose between a high-viscosity oil for proper protection and low-viscosity oil for good power production. Driven Racing Oil has

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made a major technological leap by becoming the only motor oil provider that is using a new synthetic base oil in all of its blends.

The new base stock is called mPAO, and it is literally a next-generation lubricant. The name is a lot of scientific mumbo jumbo that most of us don’t care about, but what this stuff does will impress anybody who understands the difference between pistons and petunias. By using an mPAO base for creating its performance lubricants, Driven is able to create a lightweight motor oil that still has a high HTHS viscosity to give you the best of both worlds. The science of how mPAO works goes all the way down to the shape of the molecules, but the result is an oil that’s less sensitive to heat, doesn’t break down

under extreme friction and just plain works better. Consider that to grade lubrication, scientists use something called a “viscosity index” to compare the quality of different base oils. The index is based on Pennsylvania Crude, which is the highest-quality conventional oil you can drill for. PA Crude has a viscosity index of 100, and other conventional oils fall somewhere below that. Until now, the very best synthetic base oil has been PAO, which is quite a bit better than any conventional oil. Its viscosity index is 140. In contrast, mPAO holds with a viscosity index that’s rated at an incredible 200!

What all this means is that in order for other oils to even approach the protection provided by Driven’s new mPAO-based oils, they will have to add other chemicals,

known as viscosity index modifiers. These break down over time when they are subjected to heat and friction. But since mPAO is the base stock oil, it won’t degrade over time and provides the same protection after 5,000 miles or 5,000 laps.

Driven is currently the only oil manufacturer that offers this next-generation mPAO base in its oils. There is only one laboratory producing this specific material, and Driven purchased the first batch. Every Driven synthetic oil already contains the new mPAO base oil, and Driven will continue to buy and blend mPAO base oils as future batches are made of this new material.

Even when a greater supply of mPAO becomes available, it’s unrealistic that any other manufacturers will begin using it

All oil is not created equal. Driven Racing Oil comes in a variety of types, including Break-In Oil for initial engine start-up operation, and two different hot rod/performance engine styles: conventional oil and synthetic.


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any time soon. The big oil manufacturers have already completed their formulations to meet the API criteria that just came out in 2011. Switching from PAO, or any other base stock oil, to mPAO would require recertifying to the API standard, and no manufacturer will be willing to spend the money necessary to do that until the next round of API standards comes out in 2016.

The proof of Driven’s commitment to superior quality comes from the fact that while many companies selling so-called performance oils say their stuff is the best, only Driven Racing Oil puts the very same oil it sells to you in every Joe Gibbs Racing NASCAR Sprint Cup Series racecar. And there’s no bait-and-switch common with many of the sponsors that provide their race teams with specially blended lubricants not available to the general public. In NASCAR Sprint Cup Series racing, performance is the only thing that matters, because the diff erence in one position in the fi nal standings can mean millions of dollars—so you’d better believe no shortcuts are taken in the production of this high-grade motor oil. Joe Gibbs Racing spent more than $1,000,000 on engine parts developing Driven Racing Oil—a small price to pay to help win seven NASCAR championships.

Winning championships at the highest levels of motorsports is the primary goal of Driven Racing Oil, so while other brands may claim to be performance oils, only Driven backs it up by actually racing the same stuff you can buy on the ultimate proving ground—the racetrack.

Race-proven performance—is there any better endorsement for your engine’s oil?


Roush Yates worked closely with coMP cams and FASt to engineer a uniquely effi cient and powerful fuel-injection package for nAScAR competition.

STORY BYJEFF HUNEYCUTT

FAST SECRETS REVEALED

Behind the SceneS With

FASt’S nAScAR Fuel injection

teSt BedThese days NASCAR gets so much publicity it’s hard to imagine anything

could go unnoticed. But it does still happen occasionally, and one such case that has largely fl own under the radar is the fact that FAST—which has never been on a NASCAR Sprint Cup Series car in competition—played a signifi cant role in helping develop the new fuel-injected race engine now in use by every team in

the series.As most racing fans are aware, the start of the 2012 race season

was the fi rst time in NASCAR history that fuel injection has been a regular part of the competitive package. But the process

of pulling a carburetor off a highly engineered 900-plus-horsepower race engine and plugging in fuel injection

isn’t as simple as it might sound at fi rst blush. NASCAR had, in fact, fi rst offi cially announced

plans to eventually move to fuel injection all the way back in 2009.

The problem was that the sanctioning body had no concrete

plan in place for exactly how fuel injection should be accomplished. Many

race teams and engine builders decided to sit back and wait until NASCAR could provide more concrete guidelines, but a few proactive

e n g i n e b u i l d e r s d e c i d e d

to push ahead with their

own research and development.

One of the engine builders taking the proactive approach was Roush Yates Engines,

which provides the power plants for all the Ford race teams in NASCAR’s Sprint Cup Series, and also builds engines for many other types of racing. Instead of sitting back and waiting, Roush Yates Engines decided to move ahead by beginning development of its own electronically controlled, fuel-

the 800-plus-horsepowerRoush Yates Ford small block in nAScAR trim.


injected race engine in order to find out exactly what would—and would not—work.

Although it had never partnered with FAST before, Roush Yates already had a longstanding working relationship with COMP Cams and other companies within the COMP Performance Group. The working relationship is so strong between the two groups that Roush Yates Engines owner Doug Yates says highly sensitive information is often traded between the two companies that helps both organizations maintain their competitive advantage.

“When it came time to start working on EFI with our engines, we knew that we’d be able to depend on those guys,” he says. “It was the natural next step. I hope that we’ve been able to be helpful to them because I know the relationship we have with COMP Cams has been a good one for Roush Yates Engines.”

Besides their Cup engine-building program, Roush Yates also builds fuel-injected Ford engines for Grand Am and Daytona Prototype racing. So Charles Vogel, an engineer from that program, was called in to assist with the development of the new Cup EFI engine.

“The guys from FAST had already offered us their assistance, so one of the first things we did was send them an engine to work with,” Vogel says. “It was a Nationwide Series engine because at the time the new FR9 Cup engines were still pretty scarce. Without the tapered spacer that NASCAR requires, the Nationwide engine made a reliable 800 horsepower with the carburetor, so it was a known quantity too.”

Vogel says the test engine was sent to the COMP Performance Group facilities, and then he followed it there himself a few days later. “By the time I got there, they already had the engine

set up with a complete EFI system and had the engine up on a dyno,” he says. “I remember being impressed with how quickly and problem-free they were able to make it. After a little tuning, the engine was making 800 horsepower like it was before without any issues or problems.”

Incredibly, the FAST engineers were able to build the first EFI NASCAR engine with off-the-shelf components. Chris Brown, COMP Cams Vice President of Operations, says that by intelligently choosing the right parts for the application, FAST engineers were able to put together a working EFI system for a brand-new application without having to design new parts or hack the existing code in the software.

“One of the real strengths of the FAST controller is its adaptability,” he says. “We may have never had an EFI system on a NASCAR race engine before, but we’ve built EFI systems on other high-horsepower, high-performance engines with great success. It wasn’t hard to match the right injectors and other hardware to the application, and then the ECU is programmed to fall on the safe side until it gets the tune dialed in. In other words, the ECU helps prevent the engine from running lean or detonating so you don’t damage anything while you are getting the tune to match the engine’s needs.”

Yates says that initial test in the COMP and FAST facilities was so successful that the engine was brought back to Roush Yates’ shops in Mooresville, North Carolina, for additional testing. Those tests, in turn, were so impressive that NASCAR was invited to take a look for itself.

While developing the rules for the new EFI engine package, the sanctioning body was open to working with teams because they, after all, would have to be the ones actually building and

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Behind the SceneS With

FASt’S nAScAR Fuel injection

teSt Bed

the new FASt fuel-injection system sports a specially designed system that incorporates the highly advanced FASt ecu.


FASt engineers developed the fuel-injection system using off-the-shelf parts on this Roush Yates engine in its R&d facility in Memphis, tennessee.


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racing the engines. But NASCAR also had its own unique concerns—wanting to be sure the fi nal EFI package was fair to Ford, Chevrolet, Toyota and Dodge equally, at least relatively cost effi cient, and easy to police for cheating.

Although FAST isn’t a part of the fi nal product NASCAR is racing today, that initial setup almost perfectly mirrors the fi nal parts package now being raced. The one major diff erence is that FAST engineers, in an eff ort to maintain as many original parts as possible, kept the traditional distributor and coil system for providing power to the spark plugs. NASCAR later decided to move away from that with a setup utilizing a crank trigger and individual coils.

Besides the obvious physical similarities between the initial FAST system and the EFI being run today, that partnership between FAST and Roush Yates Racing also helped the Ford engine builder fi nd results on the racetrack. While other teams may have still been working out the bugs on the new EFI system, the Fords came out of the gate strong for the 2012 NASCAR Sprint Cup season when they claimed both the pole and outside pole positions for the Daytona 500. Then they proved that was no fl uke when Roush Fenway Racing’s Matt Kenseth claimed the victory for the 500, NASCAR’s biggest race. Since then there have been plenty more victories in big races as the trophies pile up in the Roush Yates engine shops.

With all that early success, the obvious question is: why didn’t FAST become a part of the new NASCAR EFI engine package after all? “We thought about it really hard,” Brown admits. “But the truth of the matter is that NASCAR teams demand a lot of support. And to give the level of attention that they would need would have meant us devoting practically our entire staff to that project. We have a lot of other customers and projects that we support, and we just weren’t willing to give that up to go racing in NASCAR. So we allowed that to go to someone else and we’ll continue supporting our current customers.”

So the next time you and your buddies start swapping stories during a bench-racing session, you’ll at least have one cool story up your sleeve to show you’ve got the NASCAR inside scoop.


50 YEARS OFCOOLING PERFORMANCE

FLEX-A-LITECELEBRATES FIVE

DECADES OF BEING A FAMILY-RUN BUSINESS

Performance cooling is the foundation of Flex-a-lite. In 1962, Eddy Davis founded the company with the original “fl ex fan” concept. Fifty years later, his granddaughter, Lisa Chissus, leads the company with the same innovative spirit that continuously looks for new ways to

provide performance cooling solutions.Throughout 2012, Flex-a-lite has been celebrating 50 years of cooling performance, and the fact that

the company is still makin’ it in the USA. That celebration will culminate at the 2012 SEMA Show with a new display located at booth number 22513. The display will pay homage to the company’s rich history in the performance aftermarket, and the company will introduce a dozen new performance cooling products.

In addition, Flex-a-lite will also have its mobile museum on display at SEMA. This museum went on a 50-day tour this summer, letting distributors and consumers experience the history that has brought Flex-a-lite to where it is today.

How does a company sustain and grow in this industry for half a century? One product at a time. Let’s start with the fl ex fan. Davis developed the fi rst fl exible fan out of

hand-cut fi berglass roofi ng material. The concept was to create a lightweight fan that would fl atten out at high engine rpm. This would reduce the drag or load on the engine, increasing horsepower to the wheels.

He spent just about every dollar he had having the fi rst batch of the fans made and then sold them out of the back of his pickup truck. Soon he manufactured the fans himself.

As was the case with most performance aftermarket businesses in the ’60s and ’70s, this was a family aff air. Chissus remembers one of her earliest duties at the company (at a very young age) was sorting the fan blades by weight so that each fan would be balanced. Davis’ son-in-law, Rainer

Willingham, invented and patented the fi rst electric fan for Flex-a-lite in 1978 and led the company from 1976 through 2003. His daughter, Lisa Chissus, invented the now-patented Flex-a-fi t radiator sidetank design, and has led the company since 2003.

Today, Flex-a-lite manufactures a full line of belt-driven fans, electric fans, transmission and oil coolers, Flex-a-fi t aluminum radiators and related components. One point of pride for the company is that it still makes its product in the USA. And it is a manufacturing company, with a 75,000-square-foot facility that includes manufacturing, engineering and product testing labs.

But Flex-a-lite is more than a building and a line of products. It’s a team of people committed to innovation and quality. The team designs and engineers products, does injection molding and vacuum forming of its products, stamps and forms metal for shrouds, brackets and radiators and does all of the fi nal assembly. There’s a lot of pride and care that goes into every Flex-a-lite product.

The original “fl ex fan” has grown into a family that includes 7-blade fans, low-profi le race versions and a nylon model for light weight, as well as a host of other belt-driven fans. The company introduced the fi rst electric fan for the aftermarket 34 years ago. This removes the load from the engine altogether, providing even more power and fuel economy. Now Flex-a-lite off ers more than 80 electric fans, including nearly

This is where it all started 50 years ago. The original fl ex fan was patented by Eddy Davis, and it was the very fi rst product for Flex-a-lite. The fan blades would fl ex at higher engine rpm, fl attening out and reducing engine drag. This resulted in more power being delivered to the rear tires, and the concept of performance cooling was born!

STORY BY COLE QUINNELLPHOTOGRAPHY COURTESY OF FLEX-A-LITE

COOLING PERFORMANCEPerformance cooling is the foundation of Flex-a-lite. In 1962, Eddy Davis founded the

company with the original “fl ex fan” concept. Fifty years later, his granddaughter, Lisa Chissus, leads the company with the same innovative spirit that continuously looks for new ways to

provide performance cooling solutions.Throughout 2012, Flex-a-lite has been celebrating 50 years of cooling performance, and the fact that

the company is still makin’ it in the USA. That celebration will culminate at the 2012 SEMA Show with a new display located at booth number 22513. The display will pay homage to the company’s rich history in the performance aftermarket, and the company will introduce a dozen new performance cooling products.

In addition, Flex-a-lite will also have its mobile museum on display at SEMA. This museum went on a 50-day tour this summer, letting distributors and consumers experience the history that has brought Flex-a-lite to where it is today.

How does a company sustain and grow in this industry for half a century? One product at a time. Let’s start with the fl ex fan. Davis developed the fi rst fl exible fan out of

hand-cut fi berglass roofi ng material. The concept was to create a lightweight fan that would fl atten out at high engine rpm. This would reduce the drag or load on the engine, increasing horsepower to the wheels.

He spent just about every dollar he had having the fi rst batch of the fans made and then sold them out of the back of his pickup truck. Soon he manufactured the fans himself.

As was the case with most performance aftermarket businesses in the ’60s and ’70s, this was a family aff air. Chissus remembers one of her earliest duties at the company (at a very young age) was sorting the fan blades by weight so that each fan would be balanced. Davis’ son-in-law, Rainer

Willingham, invented and patented the fi rst electric fan for Flex-a-lite in 1978 and led the company from 1976 through 2003. His daughter, Lisa Chissus, invented the now-patented Flex-a-fi t radiator sidetank design, and has led the company since 2003.

Today, Flex-a-lite manufactures a full line of belt-driven fans, electric fans, transmission and oil coolers,

This is where it all started 50 years ago. The original fl ex fan was patented by Eddy Davis,


50 YEARS OFCOOLING PERFORMANCE

30 direct-fi t applications to make swapping to a performance electric fan an easy endeavor. In 2006, the company introduced a completely new idea in aluminum radiators. So innovative, in fact, that Chissus holds a patent on the sidetank technology that delivers 135 percent better heat transfer. The latest product, Flex-a-Chill, is a natural extension of the product. It was developed to protect aluminum radiators and other aluminum cooling components from corrosion while providing up to a 20-degree drop in engine-coolant temperature.

Flex-a-lite is dedicated to continuing development of cooling products that provide improvements to the vehicle’s performance. And after it engineers a new product, you can bet Flex-a-lite will be makin’ it in the USA.

The fl ex fan lives on today and is available with a variety of blade construction (stainless steel is shown here), diameter and

even in reverse rotation. The company also makes specialty racing

fans and heavy-duty fan clutches.

Flex-a-lite introduced the fi rst electric fan in the aftermarket in 1978. The Electra-fan was designed to replace a belt-driven fan, completely removing the mechanical drag on the engine for better performance and improved fuel economy. Flex-a-lite now offers more than 80 electric fans, including many direct-fi t applications and even 24-volt models.

In addition to more than 50 universal-fi t radiators, Flex-a-lite has also developed direct-fi t applications. These are no-drill, bolt-in installations that come as an assembled radiator and electric fan combo. The growing line of direct-fi t applications currently covers 30 years of Jeep CJs and Wranglers, many Mustang and Camaro applications and more.

In the last decade, Flex-a-lite launched into the aluminum radiator market with its patented Flex-a-fi t sidetank technology. The sidetanks are made from an extrusion with cooling fi ns on the inside and outside. This increases heat transfer by 135 percent compared to a typical aftermarket aluminum radiator.

company also makes specialty racing fans and heavy-duty fan clutches.

introduced the

belt-driven fan, completely removing the mechanical drag on the engine for better performance and improved fuel economy. Flex-a-lite now

PBPOWER & PERFORMANCE NEWS PPNDIGITAL.COM26

Seeing a need to protect aluminum in the cooling system from corrosion, the company created its coolant additive. With a lower pH level (8.5) than many competing products, Flex-a-chill is designed specifi cally to protect your expensive aluminum engine parts and radiator from electrolysis that corrodes the parts from the inside out. It can also reduce the temperature by as much as 20 degrees Fahrenheit.


FLEX-A-LITEwww.fl ex-a-lite.com

(800) 851-1510

SOURCE

Lisa Chissus hit the road this summer with a rolling display that was a combination of historical milestones from the company’s legacy and its newest products that demonstrate the commitment to performance cooling. Stops included multiple distributors as well as consumer events such as the Goodguys PPG Nationals and the NSRA Street Rod Nationals.

Duncan Speed & Custom installed a Flowmaster exhaust system, Airaid air intake, SuperChips Vivid Linq programmer, Rocket Racing Wheels and a host of race-inspired underhood dress-up components from Moroso.

In addition to creating a mobile museum, Flex-a-lite also built a Camaro SS with several partners in the aftermarket. This is the same Camaro that was used for the development of the Flex-a-lite direct-fi t aluminum radiator and electric fan introduced at the 2011 SEMA Show.

27PPNDIGITAL.COM

MSD IGNITION

PRODUCT SPOTLIGHT Ideal for hydraulic roller street/strip applications and some solid fl at tappet race applications, the latest Dual Valve Springs from COMP Cams feature a cutting-edge process called Superfi nish Race Processing. Most valve springs undergo a single shot-peening process to increase durability by driving compressive residual stresses into the wire surface and below.

Superfi nish Race Processing uses multiple steps of heat treating, peening and polishing to drive the stresses deeper than ever before possible, and smooth out any minute fi ssures in the spring surface. The proprietary process creates the best possible combination of deep residual compression, enhanced surface compression and surface topography to eliminate stress concentration points. This results in increased lift and durability that extends spring life by at least nine times over comparable springs without the Superfi nish.

Engineered specifi cally to maximize the potential of COMP LSR Cams for GM LS engines, these springs are also great for many small-block and big-block Chevy and Ford street/strip applications. Compared to the original COMP Dual Valve Springs for LSR Cams (PN 26926), these new springs will handle more lift while maintaining the same great pitch and diameter design. The new springs have the same 1.320-inch outer diameter and 0.654-inch inner diameter, but with an extended 0.690-inch lift and 1.100-inch coil bind. They have a 129 at 1.835-inch seat load, 470 at 1.160-inch open load and 505 lbs./in. spring rate.

COMP CAMS

Increased-diameter valve springs require increased size and higher-strength retainers—an obvious observation for sure. COMP Cams’ new steel retainers off er added benefi ts featuring a modern and advanced contoured-top design profi le for lower stress, increased lift and a reduction in mass.

These high-tech retainers are CNC-machined to exact tolerances using CAD/CAM software to ensure the manufactured components properly match the enhanced design. All COMP retainers use only high-grade SAE 4140 chromemoly steel with no lead, less than 0.04 percent sulfur and a black-oxide fi nish. These precision retainers are specifi cally designed for positive location when combined with COMP Cams’ valve springs. For superior strength and ultimate stability, COMP off ers both 7-degree and 10-degree retainers and valve locks.

COMP Camswww.compcams.com

(800) 999-0853

facebook.com/COMPWins

twitter.com/COMPCams

ADVANCED-TECHNOLOGY SPRINGS

RELEASE YOUR STRESS COMP Cams’ Next-Generation Steel Retainers Feature a New Contoured Design for Reduced Stress andIncreased Lift

youtube.com/COMPCams

COMP CAMS

Superfi nish Race Processed COMP Cams Dual Valve Springs IncreaseDurability for Longer Life

27


PRODUCT SPOTLIGHT

28PPNDIGITAL.COM

MSD IGNITIONCOMP CAMS

4-PATTERN CAMSHAFTS Racecar Technology Now Available for Your Street Machine

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LED Mode Control Panel • Vibration Feedback • Int./Ext. Mic Option • 3oz, 1.1in x 3.6 in • Std Mounts:

HeimLock Swivel/Tilt • Lowboy Fixed • Replaceable Lens Cover • RePower Battery Pack Ready • Hardwire Kit Ready

Remote Start/Stop 4M Kit • Billet ProMount Line: Chassis • SuctionCup • Tripod • Flat VHB • Picatinny

Available NowReView 4.3 in Field Monitor

2012 Replay XD1080 HalfHorz-AD-SEMA PRI.pdf 1 10/1/12 2:24 PM

PRODUCT SPOTLIGHT

COMP Cams’ 4-Pattern Camshafts are hydraulic rollers designed to optimize valve events based on runner length and feature a large increase in both area under the curve and stability at high RPM.

To make the most power from your engine, you need to optimize the air ingested and captured by avoiding valves closing too soon or too late. Any conventional center layout single throttle body or carbureted V8 intake manifold features longer outboard runners and shorter inboard runners, meaning that each valve event should occur at a diff erent moment. COMP Cams’ 4-Pattern Camshafts are the very fi rst series of cams designed to accommodate that diff erence in length and avoid valves closing at the wrong times. NASCAR teams have been using camshafts designed this way for years, and using lessons learned along with them, COMP Cams has designed a series of cams that optimizes valve events and features a large increase in both area under the curve and stability at high RPM.

The camshafts feature four diff erent lobe patterns with an intake and exhaust design for outboard runners, and another intake and exhaust

design for the inboard runners. While the four central cylinders are all the same grinds, the outboard exhaust openings are two degrees earlier, with outboard intake closings coming two degrees later. This is the fi rst-ever use of technology in street vehicles to balance air/fuel ratio per cylinder and can net you a possible 1,000-plus RPM over other hydraulic rollers and anywhere from 5 to 20-plus horsepower peak to peak, depending on cylinder head fl ow.

The 4-pattern hydraulic roller cams are CNC-ground from steel billet cores with cast-iron distributor gears and utilize a series of lobes with over 0.600-inch valve lift and stability up to 7,500 RPM, and provide more consistent cylinder-to-cylinder torque. The cams also feature a tight lobe separation for both excellent power and a throaty sound. Designed for big-block Chevy, small-block Chevy and small-block Ford carbureted or fuel-injected applications, the design is exclusive and unique to COMP. The introduction of COMP Cams’ 4-Pattern Camshafts means that proven racecar technology is now available for your street machine. Upgraded valvetrain components and aftermarket cylinder heads required.

29PPNDIGITAL.COM

FLEX-A-LITE

Flex-a-lite has expanded its line of direct-fi t Flex-a-fi t aluminum radiators to accommodate the popular 5.0-liter engine swaps (based on the ’86-’93 5.0-liter engines) in ’64-’69 Mustangs. The original Flex-a-fi t radiator for this application positioned both the inlet and outlet on the passenger side, just like the original. However, many people swap later-model engines into these popular pony cars, which requires the outlet to be on the driver’s side. The Flex-a-fi t radiators are available both with and without a Flex-a-lite 3,000cfm electric fan (PN 160) pre-mounted from the factory.

FLEX-A-LITE ENGINE-SWAP ALUMINUMRADIATORS FOR ’64-’69 MUSTANGS

FLEX-A-LITEfacebook.com/Flexalite

twitter.com/fl exalite

youtube.com/fl exalitecooling

fl ex-a-lite-blog.comPRODUCT SPOTLIGHT

Part Numbers:50064 (radiator only): ’64-’66 Mustang, passenger-side inlet and outlet50164 (radiator with electric fan): ’64-’66 Mustang, passenger-side inlet and outlet50064R1 (radiator only): ’64-’66 Mustang, driver-side outlet and passenger-side inlet50164R1 (radiator with electric fan): ’64-’66 Mustang, driver-side outlet and passenger-side inlet50067 (radiator only): ’67-’69 Mustang, passenger-side inlet and outlet50167 (radiator with electric fan): ’67-’69 Mustang, passenger-side inlet and outlet50067R (radiator only): ’67-’69 Mustang, driver-side outlet and passenger-side inlet50167R (radiator with electric fan): ’67-’69 Mustang, driver-side outlet and passenger-side inlet

Flex-a-fi t radiators are manufactured in the U.S. with a two-row, all-aluminum core hand welded to the side tanks with patented “T” channels to dissipate heat more effi ciently. Radiator mounting brackets are included for direct bolt-in fi t to the stock location, and the “T” channels provide a more secure attachment for these mounting brackets. The inlet is 1-1/2 inches in diameter, and the outlet is 1-3/4 inches. Both are 2-1/2 inches long.

Flex-a-lite now off ers more than 130 Flex-a-fi t radiator applications, including ’64-’66, ’67-’69 and ’79-’93 Mustangs. You can also custom order a radiator using easy-to-follow order forms at http://automotive.fl ex-a-lite.com/radiators.html. Customers can choose from eight radiator core sizes as the start of their radiator, and custom confi guration options provide fl exibility in the location, size and angle of the inlet and outlet. Other options include single- or dual-pass, threaded bung location(s) and fi ller-neck location and angle.

FLEX-A-LITE 2010-2011 CAMARO RADIATOR AND FAN COMBOS

Flex-a-lite now off ers a bolt-in Flex-a-fi t radiator and electric fan combo for the 2010-2011 V-8 Camaro. The Camaro is one of the hottest new cars a performance car enthusiast can purchase, and this aluminum radiator and electric fan combination will help keep yours cool as you add performance parts.

This radiator off ers three times more cooling surface and twice the core thickness compared to the stock radiator for signifi cantly better cooling. The radiator is all-aluminum and hand welded for better construction than the original composite radiator. The electric fan comes pre-mounted from the factory and utilizes the original fan wiring. The kit includes all brackets and hardware for the radiator, as well as a new radiator cap. The radiator is available by itself (PN 56418) or as a radiator and fan combination (PN 56488), which includes a dual Flex-a-lite X-Treme S-Blade 3,000-cfm electric fan (PN 480).

Flex-a-fi t radiators are manufactured in the U.S. with a two-row, all-aluminum core hand welded to the side tanks with patented “T” channels to dissipate heat more effi ciently. Radiator mounting brackets are

included for direct bolt-in fi t to the stock location, and the “T” channels provide a more secure attachment for these mounting brackets.

Also available for the 2010-2011 Camaro is the direct-fi t Flex-a-lite transmission cooler. PN 4116C includes a bracket system, fi ttings, hose and hardware needed for a clean installation in front of the radiator.


PRODUCT SPOTLIGHT

FLEX-A-LITE MOJAVE INSTALLATION KITS MAKE A HOT PRODUCT EVEN HOTTER

FLEX-A-LITE

FLEX-A-LITEwww.fl ex-a-lite.com

(800) 851-1510

facebook.com/Flexalite

twitter.com/fl exalite

youtube.com/fl exalitecooling

fl ex-a-lite-blog.com

The Mojave heater from Flex-a-lite has been a favorite way to add a compact heater to hot rods, off -road vehicles, vans, motorhomes, boats and even liquid-cooled airplanes. Now it’s even easier to install a Mojave heater with installation kits.

The Mojave installation kits include “Y” tubing connections, a shut-off valve, hose, clamps and grommets. Flex-a-lite off ers three variations of the installation kit. PN 660 makes it possible to replace a failed factory heater core with a Mojave unit; PN 661 is designed for a new installation (no heater previously installed); and PN 662 is engineered specifi cally for UTVs with smaller-diameter connectors and other hardware that will typically be needed.

Mojave heaters tie into the existing engine-coolant source and output 12,000 BTU. An integrated electric fan moves 130 cfm, drawing 8 amps. The overall unit measures 12.12 x 9 x 5 inches. A three-way switch and wiring necessary to complete the installation are included with the Mojave heater (PN 640). An optional plenum (PN 655) may be added for directional heating, or to include direction heating as well as a duct for defrosting, add plenum (PN 650).

FLEX-A-LITE INTRODUCES ITS DIRECT-FIT FLEX-A-FIT ALUMINUM RADIATOR AND ELECTRIC FAN COMBO FOR’68-’82 CORVETTES

Flex-a-lite is continuing the expansion of its Flex-a-fi t aluminum radiators, now providing a direct-fi t radiator and electric-fan combo for ’68-’82 Corvettes. The new radiator and fan combination bolts in without any drilling or cutting, requiring only approximately four hours for installation. This Flex-a-fi t application for the C3 makes it easy to install a performance cooling radiator and electric fan, reducing the operating temperature by up to 30 degrees Fahrenheit while freeing up power to the rear wheels and increasing fuel economy. The new radiator is available both with and without a Flex-a-lite electric fan (PN 180), which moves 3,300 cfm of airfl ow. The electric fan comes mounted on the radiator from the factory.

For automatic-transmission cars, an optional direct-fi t transmission cooler kit mounts a Flex-a-lite Translife cooler to the front of the new radiator.

31PPNDIGITAL.COM

IDIDIT

ididit’s new Old School straight column is its debut do-it-yourself column. The small, sleek design is perfect for roadsters. This economical column comes in a standard length of 36 inches, but it can easily be cut to any desired length, even as short as 6 inches! Another feature is that your favorite three-bolt steering wheel will affi x directly to this column. That’s right—no adapter is required. The column is secured with ididit’s specially designed Underdash and Floor Mounts. The Underdash Mounts are available in four diff erent lengths (2-1/2 inch, 3-1/2 inch, 5-1/2 inch or 6-1/2 inch), and there is a Collapsible Floor Mount and an available Collapsible Floor Mount with Plate.

ididit’s new Old School straight column is available in polished stainless steel or paintable/powder-coat-ready steel.

OLD SCHOOL STRAIGHT STEERING COLUMN

IDIDIT, INC

facebook.com/ididitinc

twitter.com/ididitincPRODUCT SPOTLIGHT

1965-66 MUSTANGTILT COLUMN

Get the hottest aftermarket steering column for your 1965-66 Mustang with ididit’s 1965-66 Mustang Tilt steering column. This “Made to Fit” column features a Ford Top Shaft and Ford Turn Signal Switch and includes Mustang-style knobs and handles and male and female plugs with terminals, along with a special new fl oor mount. ididit’s Mustang column will accept a stock Mustang steering wheel or an aftermarket wheel with an adapter. Using the stock underdash mount and a new coupler makes installation a breeze. ididit’s 8-position tilt 1965-66 Mustang column is available in paintable steel, chrome and black powder-coated. As always, all ididit columns are 100 percent American Made.

Specifi cations:

Tube Diameter: 1-1/2”

Output Shaft: 3/4” DD

MSRP: Starting at $129

IDIDIT, INC.www.ididitinc.com

(517) 424-0577

33POWER & PERFORMANCE NEWS PPNDIGITAL.COM32 POWER & PERFORMANCE NEWS32

PRODUCT SPOTLIGHT

1967-68 CAMARO TILT STEERING COLUMN

IDIDITfacebook.com/ididitinc

twitter.com/ididitinc

The 1967-68 Camaro tilt steering column is by far one of ididit’s most popular retrofi t columns. This column features ididit’s unique 8-position tilt as well as self-canceling turn signals, 4-way fl ashers, knobs and levers and a horn assembly. The original under-dash mount, fl oor support, and wiring harness are all used, making installation as simple as it can get. Add an aftermarket steering wheel using a standard steering wheel adapter and the wheel position will be at the stock location. You can even add options such as cruise control, dimmer and wiper.

Make your column as unique as you are; you can choose from column shift or fl oor shift, with your choice of brushed or polished-aluminum fi nishes, chrome, black powder-coating or paintable steel.

1955-59 CHEVY TRUCKRETROFIT STEERING COLUMN

Experience car-like comfort even in a classic pickup with ididit’s 100 percent American-made “Made to Fit” 1955-59 Chevy Truck Steering Column. Available in either Floor Shift or Column Shift confi gurations, these direct, bolt-in columns connect easily to your stock or aftermarket box as well as rack-and-pinion systems. Standard features include 8-position tilt, self-canceling turn signals, retro knobs and levers, 4-Way Flashers, replacement Floor Mount and Gasket, Underdash Mount and a Delrin cover designed for your stock gearbox. Finishes include brushed or polished aluminum, chrome, black powder-coating or paintable steel.

IDIDIT, INC

Attendees are eligible for over $30,000in product giveaways from AETC® sponsors.

“ The ONE event where the latest in per-formance technology is freely shared by the industry’s key thinkers.”

The Latest Advancements & Developments In Engine Performance Technology

Make plans now to attend the can’t miss event of 2012. 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 23rd Annual AETC®. There’s simply not a more productive way to spend the three days prior to the PRI trade show.

• 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 8871

z

PRESENTS

23RD ANNUAL AETC®

November 26-28, 2012 • Orlando, Florida

• Engine Builders• Business Owners• Parts Manufacturers

• Design Engineers• Media Members• Racers

WHO ATTENDS:

Get The Latest Conference News

Q&A Roundtable with industry leaders.

®

™


Attendees are eligible for over $30,000in product giveaways from AETC® sponsors.

“ The ONE event where the latest in per-formance technology is freely shared by the industry’s key thinkers.”

The Latest Advancements & Developments In Engine Performance Technology

Make plans now to attend the can’t miss event of 2012. 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 23rd Annual AETC®. There’s simply not a more productive way to spend the three days prior to the PRI trade show.

• 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 8871

z

PRESENTS

23RD ANNUAL AETC®

November 26-28, 2012 • Orlando, Florida

• Engine Builders• Business Owners• Parts Manufacturers

• Design Engineers• Media Members• Racers

WHO ATTENDS:

Get The Latest Conference News

Q&A Roundtable with industry leaders.

®

™


PRODUCT SPOTLIGHT

DuPont Cromax Pro is the most productive, easiest-to-use waterborne basecoat collision repair system on the market. With no fl ash time required between coats, high hiding coverage and faster drying times, Cromax Pro makes it possible to refi nish more cars faster than ever before.

The biggest upside to the new waterborne process for the local shop is that it takes less paint to cover a vehicle than it does with solvent-based paints. Unlike solvent-based paints, Cromax Pro requires only 1-1/2 coats to cover a vehicle completely, and thanks to “Wet Edge” technology, there isn’t even a need to stop shooting between coats. That’s right! Start at one end of the vehicle and continue spraying Cromax Pro until you have made two circuits—it’s that easy.

This “aqueous” method is in full compliance with the new laws regarding the lowering of VOCs (volatile organic compounds) that are found in many states and counties. Extensive hands-on training from DuPont makes transitioning to Cromax Pro as smooth and as simple as possible. More than just a VOC-compliant basecoat, Cromax Pro is an opportunity to improve a shop’s productivity and profi tability.

THE AGE OF AQUEOUS

DuPONT PERFORMANCE COATINGS

DuPont Custom Finishes has introduced 24 new basecoat CFX Candy colors to its special-eff ects line of products. Traditional candy colors consist of a tri-coat application, which includes a basecoat color, a transparent candy color and then a clearcoat. The result creates an illusion that leaves the impression of unbelievable color depth, saturation and gloss that cannot normally be obtained using a standard basecoat and clearcoat system. This process also makes the painting task more challenging and a match extremely diffi cult.

Spraying DuPont Custom Finishes Basecoat Candy CFX colors provides the same saturation and gloss of a candy color with the ease of application and match of a normal two-stage basecoat. The new colors are listed below and will be featured in DuPont’s booth, No. 22391, at the 2012 SEMA Show:

I WANT CANDY

DuPONTPERFORMANCE COATINGS

www.pc.dupont.com

twitter.com/DuPont_News

www.upgrade2water.dupont.com

http://www.youtube.com/DPCRefi nishSystems

Candy Apple CFXRazzle Berry CFXChicago Rose CFXScarlet Night CFXMidnight Blue CFXBlue Steele CFXSkyrocket CFXBahama Blue CFX

Blue Moon CFXMythic Forest CFXWinter’s Green CFXSnake Skin CFXIrish Clover CFXElectric Lime CFXLimon Yellow CFXPurely Purple CFX

Lilac Mist CFXMystic Magenta CFX Root Beer CFXLava CFXBeyond Bronze CFXDesperado Gold CFXSunburst CFXBurning Brick CFX

35PPNDIGITAL.COM

MSD IGNITION

IT’S ALL SO CLEAR NOW

DuPONT PERFORMANCE COATINGS

DuPONT

DuPont has introduced three new standard-setting 2.1 VOC clearcoats designed for use with DuPont Cromax Pro waterborne basecoat.

DuPont ChromaClear LE 5400S Snap Dry Clearcoat has very low overspray and very fast dust-free attributes. LE 5400S is designed to provide outstanding cure rates under air-dry and express-dry processing conditions. It is ideal for panel and multi-panel repairs in air-dry conditions or low-bake conditions, with good gun gloss and excellent assembly time. DuPont PremierClear LE 8300S Productive Clearcoat is designed to increase production by maximizing vehicle throughput to achieve immediate vehicle delivery.

DuPont PremierClear LE 8700S Premium Appearance Clearcoat is for shops that need “premium” appearance on large-area repairs. LE 8700S produces a glamour clearcoat fi nish that will meet the most demanding customer expectations. It off ers excellent application, buff -ability and appearance under bake-processing conditions.

These three new clearcoats join their popular LE 5100S Multi-Panel Clearcoat to form a complete line of 2.1 VOC products that truly rivals the performance of National Rule products.

Want to see exactly what your vehicle will look like with a coat of DuPont paint? Want to see your classic truck in Chicago Rose or your Mustang in Mystic Magenta? Now there is a computer program that lets you do exactly that before you begin spraying.

DuPont has teamed with Luxion and Sabertooth to debut its new 3D Vehicle Rendering and Animation software in DuPont’s Hot Rod Alley booth at the 2012 SEMA show. Called LuSt, this program is an interactive product viewer deployed in a website, allowing end users to visualize photographic content and add the DuPont color of their choice in real time.

The interactive 3D confi gurator allows for custom confi gurations of cars, motorcycles, boats or any other product. LuSt uses a spectrophotometer for ease in reading metallic, pearl and eff ect colors, so you can see exactly what your new paint job will look like before you actually go to the work (and expense) of getting it.

The LuSt program is the perfect way to choose graphics, fl ames or any other modifi cations you want to do to your ride, and to do so in real time. For more information, visit luxion.com.

LUST-ING FOR DUPONT


PRODUCT SPOTLIGHT

Weld Racing truck wheels are tough enough to race on, and with 10 designs in polished or black-anodized fi nishes, they are attractive enough for the show circuit. Manufactured from forged-aluminum alloys, they are stronger, tougher, truer and lighter

than competitive wheels. Available in 17- and 20-inch diameters in widths from 8.5 to 14 inches.

These wheels exceed SAE J2530 requirements for up to 3,500-lb loads using a 44-inch tire. Eight-, six-, and fi ve-

lug versions in required application backspaces. Matching trailer wheels available. As with all Weld Racing wheels, they are designed, tested

and manufactured in the USA.

WELD RACING TRUCK AND TRAILER WHEELS ARE TOUGH ENOUGH!

T51B

WELD RACING

Manufactured from forged-aluminum alloys, Weld Racing dually wheels are stronger, tougher, truer and lighter than competitive wheels. Wheels are available in 10 unique designs in polished and black-anodized fi nishes to match your style. Sizes range from 17x6.5-inch and 19.5x6.75-inch, and exceed SAE J2530 requirements for up to 3,500-lb loads using a 37-inch tire.

Wheels are front- and rear-specifi c direct-mount 8-lug applications (no adapters). Matching trailer wheels available. As with all Weld Racing wheels, they are designed, tested and manufactured in the USA.

D50B

36

37PPNDIGITAL.COM

MSD IGNITION

Off ering 10 diff erent styles of trailer wheels, Weld Racing wheels are forged in one piece and CNC machined to perfection. Boasting an unmatched 3,750-lb load rating, they are available polished or machined after a black-anodized fi nish.

Sized at 16x6-inch in 6x5.5-inch and 8x6.5-inch bolt circles with 3.5-inch backspace, Weld trailer wheels are built to withstand the extreme loads of heavy multiple-axle trailers.

As with all Weld Racing wheels, they are designed, tested and manufactured in the USA.

WELD RACINGwww.weldracing.com

(800) 788-9353

WELD RACING

37POWER & PERFORMANCE NEWS

Manufactured from forged-aluminum alloys, Weld Racing dually wheels are stronger, tougher, truer and lighter than competitive wheels. They are available in 10 unique designs in polished and black-anodized fi nishes to match your style. Sizes range from 17x6.5-inch and 19.5x6.75-inch and exceed SAE J2530 requirements for up to 3,500-lb loads using a 37-inch tire.

Wheels are front- and rear-specifi c direct-mount 8-lug applications (no adapters). Matching trailer wheels available. As with all Weld Racing wheels, they are designed, tested and manufactured in the USA.

D54B

R58P


PRODUCT SPOTLIGHTPRODUCT SPOTLIGHTPRODUCT SPOTLIGHT

The FAST LSX 92mm intake manifold delivers proven bolt-on performance gains, as any LSX engine expert will tell you. Now that same performance is available in an eye-catching black exterior appearance, giving engine builders a choice when dressing out engine compartments.

The patented LSX 92mm Black Intake Manifold from FAST is the only three-piece Gen III (cathedral port) composite manifold proven to deliver increased performance without compromising bottom-end drivability or high RPM power. For both street and racing applications, the new black intake manifold is an easy bolt-on installation for GM Gen III (LS1, -2 and -6) engines and is designed to work with the FAST Big

Mouth 92mm Throttle Body.The new FAST LSX 92mm Black Intake Manifold maintains the

performance gains achieved over stock intake manifolds, and the new stylish, black intake manifold exterior continues to deliver the same terrifi c performance gains found with FAST’s standard fi nish intake manifold. In addition, the customer can port the FAST LSX 92mm intake manifold for even more fl ow. As requested by previous LSX customers, the intake features the added benefi ts of corrosion-free stainless steel assembly bolts, an improved throttle body sealing fl ange and O-ring gasket and threaded insert throttle body mounts that provide increased durability.

FAST

facebook.com/FASTWins

twitter.com/FASTEFI

The EZ-EFI 2.0 features an eight-injector, die-cast throttle body that supports up to 1,200 hp (the highest on the market) and is able to run E98, E85 and E15 ethanol-blend fuels—something competitors’ versions cannot do. The EZ-EFI 2.0 fl ows more air than the fi rst-generation EZ-EFI throttle body due to an improved inlet, while a new secondary shaft throttle stop adjustment provides even more precise idle airfl ow adjustment and balance.

Key improvements include the use of a FAST integrated fuel pulse damper, which creates ultra-precision fuel control, and it incorporates needle-bearing supported shafts instead of bushings. The FAST EZ-EFI 2.0 works with either EZ-EFI or FAST throttle bodies, multi-port systems and dual quad systems, and is compatible with multiple fuel pump options, including in-tank, in-line, high-horsepower in-line, return style and returnless style.

BLACK ATTACKFAST LSX 92mm Intake ManifoldNow Available in Black

EZ & POWERFUL New FAST EZ-EFI 2.0 Is Capable of Greater Tuning Optimization, Making Up to 1,200 HP

FAST

FASTwww.fuelairspark.com

(877) 334-8355

38

PRODUCT SPOTLIGHT

39PPNDIGITAL.COM

MSD IGNITIONBED WOOD AND PARTS

Bed Wood And Partswww.bedwoodandparts.com

(270) 424-3000

facebook.com/BedWood

twitter.com/bedwoodandparts

youtube.com/user/BedWoodforTrucks

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

www.bedwood.blogspot.com/

Bed Wood, a manufacturer of quality bed wood kits made in America for trucks, customs and hot rods, has revised its Bed Wood EZ Rub Fortifi ed Penetrating Oil.

EZ Rub™ Fortifi ed Penetrating Oil Finish seals and protects the beauty of natural wood, giving it that natural hand-rubbed appearance so many prefer. Multiple coats may be wet-sanded to build a lustrous self-fi lling, hand-rubbed fi nish, or simply apply product and remove excess with a nap-free cloth for a natural fl at matte appearance. EZ Rub™ Fortifi ed Penetrating Oil Finish is non-yellowing, non-darkening and fast drying. No more sanding, scraping or stripping. Eliminates the cause of cracking and peeling, allowing product to penetrate deeply with Teak Oil to enhance and protect your valuable wood. EZ Rub™ Fortifi ed Penetrating Oil Finish is easy to touch up. Just wipe on, allow it to penetrate the pores of the wood to feed and protect the wood from the sun’s harmful rays, and then use a cloth to remove any excess. Enhances the beauty of natural wood like no varnish can. Don’t let the varnish cycle trap you into spending hours scraping off layers of fi nish. “The EZ Rub oil fi nish is another product that will assist our customers with a complete installation of the fi ne wood products that we produce,” said Jeff Major, president of Bed Wood and Parts. Feed Your Wood©...use EZ Rub™ Fortifi ed Penetrating Oil Finish.

BED WOOD EZ RUB

The most eff ective way to polish and protect any custom wood bed is with Bed Wood and Parts’ EZ Wet Gloss spray detailer. Providing a mirror-like fi nish to the paint, glass and metal surfaces, this specially formulated, synthetic spray detailer provides a wet-looking, high-gloss shine while removing smudges and fi ngerprints. It even reduces harmful static, thus limiting friction, which can cause scratches when wiping or drying surfaces.

Bed Wood and Parts’ EZ Wet Gloss spray detailer brings all surfaces to the height of a show-car fi nish and always, “Makes Wood Look Good!”

EZ WET GLOSS DETAILER

PRODUCT SPOTLIGHT

BED WOOD AND PARTS

POWER & PERFORMANCE NEWS

PRODUCT SPOTLIGHT

40

NEW WOODS FROM BED WOOD AND PARTS

Bed Wood and Parts searches the world over to fi nd new and exciting woods for its Bed Wood kits, and the company is proud to off er some of the most exotic woods to hit the market. Bed Wood’s latest off erings include Amazique, Narra, Iroko, Makore and Northern White Pine, as well as the beautiful PNG Walnut.

Amazique is an African hardwood that features a deep yellowish brown with black and green highlights and appears to have streaks of light seemingly coming from within.

Narra is a great South African hardwood that is just catching on in the U.S. It generally has a mixture of yellow or reddish heartwood, and takes a beautiful polish. It is used extensively in other parts of the world for home interiors, fl ooring, boats, and musical instrument parts.

Iroko, often referred to as African Teak, is a very durable tropical hardwood that exhibits a yellow shade that darkens to a rich brown over time.

Makore has a pinkish red color and is also known as African Cherry. Coming from West Africa, this hardwood appears brown, but a tilt of the head or changing the angle of the sun reveals its rich, red hues.

For those who like their hot rods fl at black, PNG Walnut is the wood you’ve been looking for. The prized heartwood of PNG Walnut is typically wavy grained, with dark gray to black bands or fi ne streaks standing out from the paler and lustrous background.

Northern White Pine possesses a mixed broad to very fi ne tight grain, and is straw to tan in color. It is known for its dimensional stability,

BEDWOOD AND PARTS’ EZ FLIP D-RING

Bed Wood and Parts has released another in its series of innovative products with its EZ Flip D-Ring. The EZ Flip D-Ring is the perfect way for truckers to secure a light load to the fl oor of the bed, yet the rings are inconspicuous when not in use.

The rings are available in two confi gurations, a surface-mounted unit and one that is incorporated right into the bed strips. These high-polished chromed aluminum pieces are perfect for truckers who actually use their beds and want tie-down points that are inconspicuous and as nice looking as the rest of the truck. All Bed Wood and Parts products are proudly made in America.

strength, and lightweight characteristics. During the age of the sail, Northern White Pine was the wood of choice for the sail masts in the British Royal Fleet. Northern White Pine makes for an economical bed wood set, yet it is far superior to the southern yellow pine bed wood currently on the market.

CHECK OUT THE NEW BED WOOD VISUALIZER

Bed Wood and Parts has just revealed the latest innovation for your classic truck bed: the Bed Wood Visualizer (http://bedwoodandparts.com/visualizer). After failed attempts by two other developers, Bed Wood and Parts chose AV Web Designs (avwebdesigns.com) of Lancaster, California, to give it one more shot. AV Web Designs stepped up to plate and blew everyone away with their development of the proprietary Bed Wood Visualizer. The Visualizer allows visitors to see how their vehicle colors match up against the Bed Wood inventory of domestic and exotic woods. “The Bed Wood Visualizer in an incredible innovation which allows the customer to match their paint color and wood choice, all from the comfort of their own home, giving them complete confi dence that they chose the correct wood for their truck,” said Jeff Major, president of Bed Wood and Parts.

Race Winning Clutch Technology...

Quarter Master® brings track-proven clutch technology from the GRAND-AM Continental Tire Series to the street with new Optimum-SR™ 10.4" Two-Disc LS Clutches. These innovative clutches deliver a comparable-to-stock pedal feel but are capable of handling 1400 horsepower and 1000 ft./lbs. of torque.

• 10.4" two-disc design; can hold 1400 horsepower & 1,000 ft./lbs. of torque

• Comparable-to-stock pedal feel without compromising torque holding capacity

• Vented fl oater plate & grooved friction surfaces provide enhanced cooling

• All billet construction, proprietary spring technology & 100% rebuildable design

• Compatible with OE hydraulic bearing systems or Quarter Master® Tri-Lite II

Tech & Sales: 1.888.258.8241quartermasterusa.com

Join Us

Optimum-SR™ 10.4" Two-Disc Clutches For GM LS VehiclesAvailable for LS-Powered C5 & C6 (Base/Z06/ZR1) Chevrolet Corvettes, 2010 & Newer Chev-rolet Camaros, the 2008-2010 Pontiac G8/GXP and 2009 & Newer Cadillac CTS-V

9098z

Now Available For Your LS VehicleRace Winning Clutch Technology...

Quarter MasterContinental Tire Series to the street with new Optimum-SRClutches. These innovative clutches deliver a comparable-to-stock pedal feel but are capable of handling 1400 horsepower and 1000 ft./lbs. of torque.

Join Us

Optimum-SRFor GM LS VehiclesAZR1) Chevrolet Corvettes, 2010 & Newer Chev-rolet Camaros, the 2008-2010 Pontiac G8/GXP and 2009 & Newer Cadillac CTS-V

Now Available For Your LS Vehicle

PPNDigital.com is your one-stop location for news from the performance world. You can stay up-to-date with news stories and editorials covering drag racing, street/strip, circle track and street rod action, find out the details of upcoming events and learn about new au-tomotive products. What’s more, PPNDigital features links to company videos from around the performance aftermarket, an insightful blog written by industry insiders and a link that allows you to read the website’s print counterpart – Power & Performance News – right from your computer, smartphone or tablet. You can also like us on Facebook and follow us on Twitter to interact with other performance enthusiasts. PPNDigital.com houses all of the information that you usually need to search the web for hours to find. Bookmark it today.

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41POWER & PERFORMANCE NEWS

Race Winning Clutch Technology...

Quarter Master® brings track-proven clutch technology from the GRAND-AM Continental Tire Series to the street with new Optimum-SR™ 10.4" Two-Disc LS Clutches. These innovative clutches deliver a comparable-to-stock pedal feel but are capable of handling 1400 horsepower and 1000 ft./lbs. of torque.

• 10.4" two-disc design; can hold 1400 horsepower & 1,000 ft./lbs. of torque

• Comparable-to-stock pedal feel without compromising torque holding capacity

• Vented fl oater plate & grooved friction surfaces provide enhanced cooling

• All billet construction, proprietary spring technology & 100% rebuildable design

• Compatible with OE hydraulic bearing systems or Quarter Master® Tri-Lite II

Tech & Sales: 1.888.258.8241quartermasterusa.com

Join Us

Optimum-SR™ 10.4" Two-Disc Clutches For GM LS VehiclesAvailable for LS-Powered C5 & C6 (Base/Z06/ZR1) Chevrolet Corvettes, 2010 & Newer Chev-rolet Camaros, the 2008-2010 Pontiac G8/GXP and 2009 & Newer Cadillac CTS-V

9098z

Now Available For Your LS VehicleRace Winning Clutch Technology...

Quarter MasterContinental Tire Series to the street with new Optimum-SRClutches. These innovative clutches deliver a comparable-to-stock pedal feel but are capable of handling 1400 horsepower and 1000 ft./lbs. of torque.

Join Us

Optimum-SRFor GM LS VehiclesAZR1) Chevrolet Corvettes, 2010 & Newer Chev-rolet Camaros, the 2008-2010 Pontiac G8/GXP and 2009 & Newer Cadillac CTS-V

Now Available For Your LS Vehicle



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PRODUCT SPOTLIGHT

STEELE RUBBER PRODUCTS

Steele Rubber Products has introduced rubber door seals for 1973-1978 Ford LTDs, including Brougham, Coupe and Landau models (PN 70-3367-72).

These seals also fi t 1973-1978 Mercury Marquis models. These seals have been designed and manufactured from original parts to ensure proper fi t and performance.

Steele Rubber weatherstrips have an authentic look and are made with heat- and ozone-resistant rubber compounds. Close attention to detail ensures the highest-quality fi t and appearance. Steele stands behind all products by off ering a money-back guarantee if a customer is not completely satisfi ed.

DOOR SEALS FOR1973-1978 FORD LTDs

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Steele Rubber Products is now manufacturing Rear Quarter Window Seals for 1972-1980 Ford Pintos and 1974-1980 Mercury Bobcat wagons (PN 70-3510-77). These seals were developed and

manufactured from originals to ensure a perfect fi t and great performance.

Steele Rubber Products manufactures and supplies automotive restoration rubber parts and weatherstripping for American-made cars, trucks and street rods.

With more than 12,000 parts, Steele off ers quality rubber parts for vehicles

from the 1920s through the 1990s.

REAR WINDOW SEAL FOR PINTOS

43PPNDIGITAL.COM

MSD IGNITION

Steele Rubber Products announces a new Weatherstrip Seal Kit for 1976-1977 Chrysler four-door sedans (PN 90-2157-90).

This kit also fi ts Plymouth Grand Fury and Dodge Monaco four-door sedans. Each kit includes both front and rear door seals, along with the trunk seal. These parts have been designed and manufactured to fi t

exactly like the originals and perform better. Only original parts were used to tool these new rubber seals.

Steele Rubber Products also off ers many other rubber parts and seals for 1976-1977 Chryslers.

NEW RUBBER SEAL KIT FOR ’76-’77 CHRYSLERS

STEELE RUBBER PRODUCTS1969-1972 GM ROOF RAIL SEALS

STEELE RUBBER

Steele Rubber Products introduces quality-crafted roof rail weatherstripping for 1969-1972 two-door General Motors hardtop models (PN 82-0072-68).

The weatherstripping fi ts on the roof of the vehicle and seals the side window when the window is fully raised. Seals are available for Buick Gran Sport and Skylark, Chevrolet Chevelle and Monte Carlo, Oldsmobile Cutlass and 442, and Pontiac Tempest, LeMans and GTO.

STEELE RUBBER PRODUCTSwww.steelerubber.com

(704) 483-9343


PRODUCT SPOTLIGHT

What are your objectives for everyday vehicle use? Do you tow or haul heavy loads? Perhaps you want to improve your truck’s fuel economy? Do you need more power or simply want a more effi cient engine and powertrain? With Hypertech Power Tuning, you can personalize your vehicle’s performance to suit specifi c needs or uses.

Whether you’re interested in increasing your engine’s effi ciency, transmission control, non-stock tire/wheel

c o m b i n a t i o n s or overall driveability, Hypertech’s Max Energy Power P r o g r a m m e r will let you make safe, emissions-legal power changes to suit your needs, all with “plug and play” convenience. Plus, the Max Energy Power

Programmer is backed by Hypertech’s 30-day, no-risk, money-back, satisfaction guarantee.

INCREASED TOWING POWER AND BETTER FUEL MILEAGE WITH HYPERTECH POWER TUNING

• 2013 CHEVY/GMC SILVERADO/SIERRA 6.6 DURAMAX

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HYPERTECHwww.hypertech.com

(901) 382-8888

HYPERTECH


PN: 32501

Power Gains:Stage 3: +40 HP +63 TorqueStage 2: +26 HP +41 TorqueStage 1: +11 HP +18 Torque

Features:• Tow safe with all three stages of optimized engine tuning • Plus optimized engine tuning for these popular air intake kits: (1) aFe intake system (with and without insert); (2) Airaid intake system• Optimized transmission tuning included with all three tuning stages• Speedometer/odometer correction for non-stock tire sizes from 24-inch to 54-inch and rear gear ratios from 2.56:1 to 5.13:1• Read, display and clear DTCs• Internet updateable—USB included

45PPNDIGITAL.COM

MSD IGNITION

• 2013 CHEVY/GMC SILVERADO/SIERRA 2500/3500 6.0 L96

HYPERTECH

Features:• Optimized engine tuning for regular and premium octane• Speedometer/odometer correction for non-stock tire sizes from 24-inch to 54-inch and rear gear ratios from 2.56:1 to 5.13:1• Adjust automatic transmission shift points +/-500 RPM in 100-RPM increments (1-2, 2-3, 3-4, 4-5, 5-6 Shift)• Adjust automatic transmission shift fi rmness 25, 50, 75, 100 percent• LOWER the top-speed limiter to 25-75 mph or RAISE the top-speed limiter to match the speed rating of factory-approved high-performance tires• Adjust rev limiter +/-500 RPM in 100-RPM increments• Read, display and clear DTCs

45PPNDIGITAL.COM

PN: 32501

Power Gains:Premium Octane: +20 HP +20 TorqueRegular Octane: +17 HP +17 Torque

• 2011-2012 FORD F250—F550 6.7 POWER STROKEPN: 42501

Power Gains:Stage 3: +105 HP +166 TorqueStage 2: +73 HP +116 TorqueStage 1: +41 HP +64 Torque

Features:• Speedometer/odometer correction for non-stock tire sizes from 31.5-inch to 33.5-inch• LOWER the top-speed limiter or RAISE the top-speed limiter to match the speed rating of factory-approved high-performance tires that are installed on the vehicle• Read, display and clear DTCs

• 2011-2012 FORD F150 5.0 DOHC V8PN: 42501

Power Gains:Premium Octane: +24 HP +15 TorqueRegular Octane: +23 HP +15 Torque

Features:• Optimized engine tuning for regular and premium octane• Speedometer/odometer correction for non-stock tire sizes from 24-inch to 54-inch and rear gear ratios from 2.73:1 to 4.56:1• Adjust automatic transmission shift points +/-500 RPM in 100-RPM increments (1-2, 2-3, 3-4, 4-5, 5-6 Shift)• Adjust automatic transmission shift fi rmness 25, 50, 75, 100 percent (1-2, 2-3, 3-4, 4-5 Shift)• Raise top-speed limiter to match the speed rating of factory-approved high-performance tires• Adjust rev limiter +/-500 RPM in 100-RPM increments• Adjust cooling fan “on/off” temperatures• Read, display and clear DTCs• Internet updateable—USB included


PRODUCT SPOTLIGHT

Building on the success of its popular Chevrolet systems, Eddie Motorsports has recently introduced its new line of S.drive serpentine pulley systems for small-block Fords. The compact Ford S.drive systems are American made and feature pulleys and mounting brackets that are CNC-machined from 6061-T6 aluminum by Eddie Motorsports in its Southern California manufacturing facility.

The kits are available in confi gurations with or without power steering and/or air conditioning. With Eddie Motorsports’ S.drive serpentine pulley systems, one part number gets you a complete kit to accessorize the front of your engine. The S.drive systems include all the necessary billet aluminum pulleys and stainless steel fasteners, as well as the highest-quality, name-brand components, including Edelbrock water pump, Powermaster alternator, Gates tensioner and six-rib serpentine belt. A Sanden A/C compressor and Maval power-steering pump also are included where applicable.

Eddie Motorsports’ billet aluminum S.drive serpentine pulley systems are a great complement to its complete line of billet aluminum accessories and engine dress-up parts.

Whether you are looking for the ultimate in customizing or performance, Eddie Motorsports’ billet aluminum components are the answer. Small-block Ford S.drive pulley systems are aff ordably priced, with kits starting at $1,995. Kits are also available for the venerable 351 Cleveland.

S.DRIVE SERPENTINE PULLEY SYSTEM FOR SMALL-BLOCK FORD

EDDIE MOTORSPORTS

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Eddie Motorsports recently introduced its new line of billet aluminum hood hinges for 1963-1967 Novas. Designed as direct-fi t, “bolt-on” units, the hinges utilize the stock mounting holes and require no modifi cations to your car’s sheet metal for installation. Eddie also manufactures models specifi cally for Novas that have aftermarket front subframes.

As with all of its hinges, the Nova models are made in America and CNC-machined from solid chunks of 6061-T6 billet aluminum at Eddie’s Southern California manufacturing facility. The hinges utilize a stainless steel nitrogen-fi lled strut in place of the inferior stock compression springs to actuate the hood. The hinges use high-quality sealed ball bearings at all pivot points for ultra-smooth and reliable operation and include all the necessary stainless steel mounting fasteners. Eddie Motorsports’ billet aluminum hood hinges are available with a raw machined or bright polished fi nish as well as a variety of Fusioncoated and anodized colors.

Whether you are looking for the ultimate in under-hood customizing or just want to replace your weak stamped-steel stock hood hinges, Eddie Motorsports’ hinges are a great option. The Nova hinges are aff ordably priced, starting at just $495 per pair.

BILLET HOOD HINGES FOR 1963-1967 NOVAS

EDDIE MOTORSPORTSwww.eddiemotorsports.com

(888) 813-1293

47PPNDIGITAL.COM

MSD IGNITION

BILLET ALUMINUM DOOR HANDLES

EDDIE MOTORSPORTS 2013 CATALOG

EDDIE MOTORSPORTS

Eddie Motorsports specializes in building high-quality billet aluminum parts that “shine” and accent every last piece on your ride. The company also focuses on giving hot rodders the added value of products that surpass the quality and durability of the stock or cheap imported replacement components that are prevalent in the market today.

Such is the case with Eddie Motorsports’ new billet aluminum door handles for Chevrolet muscle cars. Machined from solid chunks of 6061-T6 aluminum, these one-piece handles are a direct replacement for the stock pot-metal parts. Not only is the Eddie handle assembly stunning to look at, but it is also more durable than the factory pieces, which are prone to rust, pitting and breakage. As with all of the parts manufactured by Eddie Motorsports, the handles are made in America at its Southern California facility.

The new Eddie Motorsports door handles can be purchased with a raw machined or highly polished fi nish, as well as a variety of Fusioncoated and anodized colors. The door handles are sold in pairs and include all the necessary stainless steel fasteners.

Eddie Motorsports has recently released its newest product catalog. Filled cover-to-cover with the highest-quality, custom billet aluminum parts for street rods and muscle cars, the Eddie Motorsports catalog is free for the asking.

The 48-page, full-color brochure, the third edition for Eddie Motorsports, features its specialty products, which are made in America from 6061-T6 aluminum in its Southern California facility. Eddie’s billet products, highlighted by its S.drive serpentine pulley kits, billet hood and trunk hinges, billet taillight bezels, and billet steering wheels, are available in raw machined or highly polished fi nishes, as well as a variety of Fusioncoated colors.

Order your free copy of the 2013 Eddie Motorsports catalog by calling (888) 813-1293, or visit Eddie Motorsports at www.eddiemotorsports.com.


PRODUCT SPOTLIGHT

RACING HEAD SERVICE

RHS Pro Elite LS7 Cylinder Heads are the aftermarket’s fi rst high-performance LS-style head to feature a raised intake runner design that fi ts both stock and aftermarket LS7 intake manifolds and valvetrain setups. These fully assembled heads 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.

The heads also utilize the popular LS six-bolt head design, making them compatible with both the RHS LS Race Block and most GM LSX blocks. The raised runner and rolled valve angle increase overall fl ow capability, while an upgraded water jacket design improves thermal conductivity.

Pro Elite Aluminum Cylinder Heads for LS7 applications feature premium-quality COMP Cams valvetrain components in a variety of confi gurations to fi t your specifi c needs,

including chromemoly, titanium or tool steel retainers. With two great performance brands joining forces to create Power By Design, no other head on the market will give your LS-powered hardcore street or race application the volume, atomization and velocity it needs to leave the competition in your rearview mirror.

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HARDCORE HEAD RHS Pro Elite Aluminum Cylinder Heads for LS7 Applications Are Now Available Fully Assembled for Hardcore Street Applications

RACING HEAD SERVICEwww.racingheadservice.com

(877) 776-4323


A MATTER OF DEGREE RHS 23-Degree Aluminum Intake Manifolds Deliver Big Power and Torque Throughout Mid-RPM RangeTorque Throughout Mid-RPM Range

RHS 23-Degree Aluminum Intake Manifolds are engineered specifi cally to port-match-fi t RHS 23-degree small-block Chevy cylinder heads. Additionally, these manifolds are the only ones designed with a 4150 fl ange and bolt machining to fi t all versions of small-block Chevy cylinder heads, including classic originals, Vortec GM heads and late-model perimeter corner vertical bolt-style crate engine heads.

RHS 23-Degree Aluminum Intake Manifolds provide the power and strong torque curve throughout the mid-RPM range that is required for performance street, circle track and drag race applications up to 434 cid. RHS and sister company FAST have also teamed up to design a revolutionary port fuel injection version of the 23-Degree Aluminum Manifolds. Unlike the competition, the EFI manifold features port angle, optimized injector bung mounting and machining features.

49PPNDIGITAL.COM

MSD IGNITION

RACING HEAD SERVICE INGLESE

Inglese is well known in performance circles for classic performance carburetion. Now you can get that cool classic look and dependable high-performance fuel injection with the new Inglese LS 8-Stack Induction Systems, the fi rst and only Weber-type manifolds for LS applications. Designed to work with either EZ-EFI or XFI fuel injection systems, all necessary components are included making either manifold an easy bolt-on.

Inglese LS 8-Stack Induction Systems use FAST intake face O-ring seals and also include cast-in nitrous bungs that can be drilled out for running nitrous. Two versions, one for LS1-style cathedral port heads and one for LS3/L92-style heads, are available, sold as either a single manifold or a fully assembled system. The 8-Stack Induction Systems also work with Inglese IDA carburetors, and a complete linkage kit is available.

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HIDDEN INJECTION New 8-Stack Induction Systems From Inglese Allow Users to Bolt EFI Throttle Bodies to Modern LS Engines While Retaining Classic Style

INGLESEwww.inglese.com

(866) 450-8089

49

DRAFTY BY DESIGN New Inglese Sidedraft EFI Systems Offer Unique Stylingand Modern EFI Benefi ts

So how do you combine proven FAST electronic fuel injection technology with radical Inglese sidedraft carburetor styling? Simple—with the new Inglese Sidedraft EFI Systems designed to work with any FAST EFI system. These new systems give customers a value-priced alternative to buying a full eight-stack system by adapting to an existing conventional four-barrel-intake manifold.

These adapter manifolds feature all the necessary components and easily bolt on to any engine using a single- or dual-plane 4150 fl ange four-barrel intake. Off ered in polished or as cast versions, Inglese Sidedraft EFI Systems make power equivalent to the standard four-barrel FAST EZ-EFI system with no loss in drivability. They are the ideal solution for adding both EFI performance and stunning looks to any hot rod or street machine.

MSD IGNITIONINGLESE

PRODUCT SPOTLIGHT

*Manifold Only Shown


PRODUCT SPOTLIGHT

DYNAMAT


They say it’s important to keep a sound mind, and while some might take this as a need for noise, our friend Les Noyse at Dynamat has created a line of products that lessen interference that is best left outside our vehicles.

Dynamat Xtreme is a cleverly conceived and manufactured product utilizing VECTOR chemistry to create a barrier that keeps the most intrusive elements where they belong—outside. Dynamat Xtreme unites a 0.040-inch aluminum facing with a 0.060-inch coating of elastomeric butyl (super sound deadener) to create a wall of silence. Dynamat Xtreme is available in many forms, including kits, and can be shaped to fi t just about any surface or contour, which it adheres to with an eff ective, super-sticky self-adhesive.

As a car operates, it generates noise. This noise is caused by the transference of energy (vibration) from the internal components and from the road to the chassis of the vehicle. The chassis (doors, fl oors, roof, etc.) transforms this vibration into audible noise. Dynamat transforms the energy (vibration) into silent energy.

Whether you’re driving a hot rod, muscle car, boat or tank, Dynamat Xtreme will transform it into something you never realized you owned, silencing the most obnoxious sounds, cooling the hottest environments and improving your quality of life every time you get behind the wheel, even if you just parked in the driveway. Best of all, it’s easy to install!

DYNAMAT XTREME GIVES YOU THE SILENT TREATMENT

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

51PPNDIGITAL.COM

MSD IGNITIONDYNAMAT

Available in three diff erent thicknesses, ultra-lightweight Dynaliner was designed as a secondary boundary layer that is both crush and tear resistant. This soft, pliable, self-adhering closed-cell rubber will not absorb moisture and is unaff ected by oils. Dynaliner provides excellent acoustic absorption and thermal insulation wherever you use it.

Since every vehicle has its own unique spaces and clearances, the single-layer Dynaliner is an ideal insulation choice, with 1/8-, 1/4-, and 1/2-inch thicknesses for every portion of the car. The heat’s gone, the noise is gone, and you’re gone down the road in less time than you can imagine thanks to Dynaliner’s easy installation. Simply determine the location, cut it to fi t that space, remove the adhesive backing and lay it in place. It couldn’t be any easier or any faster.

REDUCE NOISE AND BLOCK HEAT WITH DYNALINER

Tough as well as good-looking, Dynapad is a four-part material that silences road noise and stands up to the harshest environments. Ideal for fl oors, use it in place of conventional carpet pad to block sound, or simply let it stand alone, as this oil- and water-resistant rubber-like material stands up to whatever comes its way. You can fi t Dynapad to fl oors, fi rewalls, trunks, rear decks, door panels—you name it—as this material suits a variety of tastes for everything from diesel trucks to trucks, off -road vehicles and boats.

At just 3/8-inch thick and 1 pound per square foot, it doesn’t take up much space. Its insulation value is beyond measure, and like its Dynamat counterparts, it is easily affi xed to most surfaces with a self-adhesive backing that lasts as long as you’ll need it to.

DYNAMIC CONTROLwww.dynamat.com

(513) 860-5094

EASY-FIT DYNAPAD BLOCKS SOUND

lightweight Dynaliner was designed as a secondary boundary layer that is both crush and tear resistant. This soft, pliable, self-adhering closed-cell rubber will not absorb moisture and is unaff ected by oils. Dynaliner provides excellent acoustic absorption and thermal insulation wherever you use it.

Since every vehicle has its own unique spaces and clearances, the single-layer Dynaliner is an ideal insulation choice, with 1/8-, 1/4-, and 1/2-inch thicknesses for every portion of the car. The heat’s gone, the noise is gone, and you’re gone down the road in less time than you can imagine thanks to Dynaliner’s easy installation. Simply determine the location, cut it to fi t that space, remove the adhesive backing and lay it in place. It couldn’t be any easier or any faster.

51PPNDIGITAL.COM

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

easy installation. Simply determine the location, cut it to fi t that space, remove the adhesive backing and lay it

to most surfaces with a self-adhesive backing that lasts as long as you’ll need it to.


(513) 860-5094

POWER & PERFORMANCE NEWS

PRODUCT SPOTLIGHT

52

TCI AUTO

The original TCI Super StreetFighter Transmission bridged the gap between the StreetFighter series of transmissions and the full competition packages. The newest version of the Super StreetFighter includes all of the features of the original, as well as the ability to handle 1,000-plus hp. It is updated with a new 300M input shaft to allow for much greater torque capacity.

Upgraded 3-4 gear clutches are capable of handling higher levels of torque, and also extend clutch life. An improved sun gear shaft reduces

friction and increases its longevity. Numerous other upgrades, such as an adjustable band pin, an extra-wide band featuring High Energy material and increased line pressure, increase not only the longevity of the transmission but also its overall torque capacity. The TCI Super StreetFighter GM 700R4 Transmission is designed for higher-horsepower and higher-torque street/strip applications.

TCI Max Shift Break-In Transmission Fluid is the perfect solution for guarding against heat buildup and wear during your transmission’s critical 30-minute break-in period and initial drain of your automatic transmission. Like all Max Shift fl uids, TCI’s Break-In Fluid was developed using ultra-pure base oils that resist viscosity breakdown, and contains the necessary friction-eliminating, anti-foaming and extreme-heat additives.

TCI Max Shift Break-In Transmission Fluid works in most automatic transmissions and exceeds Dexron III and Mercon specs. After the initial break-in period, TCI strongly recommends replacing this break-in fl uid with one of its other Max Shift transmission fl uids that fi ts your application. Street Performance, Race, Circle Track and Full Synthetic fl uids are available.

TOUGHTRANNYNew TCI SuperStreetFighter GM 700R4Transmission Built to Handle 1,000 HP

PROTECT YOUR FUTURE SHIFTSTCI Max Shift Break-In Transmission Fluid Protects Automatic Transmissions During the Critical Break-in Period

TCI AUTO

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TCI AUTOwww.tciauto.com

(888) 776-9824

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MSD IGNITIONQUARTER MASTER

ZEX

TCI AUTO

GAUGE YOUR POWER An Industry First—the ZEX Nitrous Level Gauge Monitors Nitrous Level in the Bottle

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ZEXwww.zex.com

(888) 817-1008

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QUARTER MASTERA CLUTCH PERFORMANCE Quarter Master Optimum-SR 10.4-inch Two-Disc LS Clutches Handle Up to 1,400 HP and 1,000 ft-lbs of Torque

Quarter Master, the industry leader in driveline technology, continues its winning ways this season with its brand-new Optimum-SR 10.4-inch Two-Disc LS Clutches. Now, with lessons learned from racing, and with the data from extensive drivability testing, Optimum-SR LS Clutches are available for street use.

Both Quarter Master race and street versions feature a spring designed to require only a 10 percent increase in pedal eff ort over stock, with stock-type modulation control. The clutches are capable of handling 1,400 hp and 1,000 ft-lbs of torque.

Featuring aircraft-grade bolts and hardware with an all-billet construction, each clutch is completely rebuildable and can be used with OE hydraulic bearing systems or Quarter Master Tri-Lite II Hydraulic Release Bearings.

QUARTER MASTERwww.quartermasterusa.com

(888) 258-8241

Prior to the ZEX Nitrous Level Gauge, the only way you could determine how much nitrous remained in the bottle was to remove it from the vehicle and weigh it. The industry’s fi rst nitrous level gauge, the ZEX gauge displays how much nitrous is left in the bottle with both an illuminated LED indicator and a numerical fi ll percentage readout.

The ZEX Nitrous Level Gauge is compatible with any manufacturer’s nitrous system and installs with an easy fi ve-wire hookup. The gauge can monitor any commonly available nitrous cylinder from 1-30 lbs. and can monitor nitrous systems jetted up to 500 hp. The ZEX Nitrous Level Gauge also features built-in automatic dimming for night use and is easily reset when refi lling the nitrous bottle.

PRODUCT SPOTLIGHT

PRODUCT SPOTLIGHT


PRODUCT SPOTLIGHT

When you’re looking to build a winning engine combination, whether it’s for the street or track, history shows it’s good to go with experience. Lunati calls upon 40 years of fi rsthand experience to develop its products. As a result, you can count on Lunati round after round and year after year.

Lunati camshafts maximize power production where you need it, building on whatever engine combination you’ve chosen to get you down the road and up to the task at hand. You can choose between hydraulic fl at tappet and hydraulic roller cams, solid/mechanical fl at tappet cams and solid/mechanical roller cams.

As an example of Lunati’s commitment to creating specifi c cams suited to every engine, Lunati off ers select camshafts for three diff erent versions of the 4.6L and 5.4L Ford Modular V-8s, with specifi c models for its 2-, 3- and 4-valve engines.

LUNATI

While some people prefer picking and choosing specifi c components in an eff ort to maximize performance, Lunati reaches deep into its proven experience to create complete engine packages that off er unbeatable results in terms of power, reliability and aff ordability.

Lunati Voodoo Engine Kits include race-quality rotating assembly and valvetrain components that deliver on every level. Each component passes rigorous development and testing procedures to ensure it stands up to your expectations. Utilizing the fi nest materials, these components are the strongest on the market, as well as highly effi cient, producing power that is nothing short of inspiring.

Lunati Voodoo Engine Kits cover a variety of needs, from complete kits off ering a full rotating assembly, camshaft, lifters and timing set, to more specifi c packages centered on a matched Rotating Kit that includes the crankshaft, rods, pistons, rings and bearings.

Of course, each engine kit has been expertly matched and built to meet your engine specifi cations, whether for street application or Sportsman racers. No matter what your preferences, application or brand, Lunati has developed the kit for you.

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LUNATI 4.6L AND 5.4L FORD CAMS

LUNATI VOODOOALUMINUM ROCKERSFOR FORD V-8S

LUNATI VOODOOENGINE KITS

Lunati’s gun-drilled camshafts for Modular Fords cover an impressive range of performance needs, from daily drivers to supercharged powerhouses intended to get wins, not groceries. In all, there are more than a dozen grinds for the 3-valve version, along with improvements across the entire rpm range. Add new springs and chrome moly or titanium retainers, and you can raise your redline and the power that comes with it. Get with Lunati for details and put the moves in your Modular Ford.

whether for street

racers. No matter

Lighten up your valvetrain with Lunati’s Voodoo Aluminum Roller Rockers and feel the gains instantly. Easily installed, these needle-bearing trunnion rockers greatly reduce friction as well as side-to-side oscillation, all of which impacts torque, horsepower and the response to your right foot.

You can also choose higher rocker ratios for even more power. Increasing rocker ratio increases gross valve lift with notable gains in mid-range torque and horsepower. The rocker bodies are CNC machined from aircraft-quality, heat-treated extruded billet aluminum for maximum strength, durability and minimal defl ection. Voodoo Aluminum Rockers are fi tted with precision-ground roller tips and axles to lessen valve guide and valve stem tip wear, and they are clearance-machined for large-diameter valve springs.

All steel components are precision machined and heat-treated for maximum durability. Lunati Voodoo rockers come ready to install with positive locking nuts that retain valve lash adjustments, even under the most extreme conditions. Voodoo rockers are designed and proven to stand fast under extreme valve spring pressures and higher-lift cams, and they’re protected with a 100,000-mile warranty.

USA made, Lunati Voodoo Aluminum Roller Rockers are off ered for Ford small blocks (221-302, 5.0 HO-351W, 351C-Boss 351-400M) and

big-block 429-460 engines.

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MSD IGNITIONLUNATI

LUNATIwww.lunatipower.com

(662) 892-1500

CLEVITE-COATEDTRI-METAL BEARINGS

Considering that Lunati off ers the fi nest array of crankshafts for a wide range of street and performance vehicles, it’s not surprising it has now become a distributor for Clevite bearings, one of the most trusted brands in the industry.

Clevite’s Tri-Metal crankshaft bearings provide critical protection that bi-metal bearings can’t match. These precision bearings allow foreign particles to become embedded in the soft surface layer of the bearing, thereby keeping those objects from harming the polished crankshaft journals.

For the most part, oil contaminated with abrasives of one kind or another causes bearing journal damage, which can greatly reduce engine life and even performance. That’s where Clevite’s Tri-Metal bearings provide a safeguard, a unique soft overlay approximately 0.0005-inch thick that maximizes protection at all times.

Lunati off ers Clevite Tri-Metal bearings that are uncoated or coated, using a proprietary molybdenum/graphite treatment applied to the bearing surface, but not the bearing parting lines. The molybdenum serves as a high-pressure, high-load, dry fi lm, anti-wear agent. The graphite provides additional protection across a broad range of temperatures, especially if oil pressure becomes dangerously low.

Make the most of your crankshaft and the components that rely on it with Clevite Tri-Metal bearings, which are identifi ed in the part number suffi x by the letter K.

LS30 is the fi rst High Zinc, SAE 5W-30-grade oil formulated from Ultra High Viscosity Index synthetic-base oils. Joe Gibbs Driven LS30 is the best choice for high-performance street vehicles since it has higher levels of ZDDP than current passenger car motor oils and features advanced base-oil technology for the best performance at higher engine outputs.

LS30 provides industry-leading shear stability for greater fi lm strength to protect your engine against excessive wear under high engine temperatures and high loads. LS30’s unique synthetic formula reduces oil consumption by providing low-volatility characteristics, which keeps the oil in the crankcase and out of the PCV system. As a result, LS30 reduces oil-related intake valve deposits and catalyst damage, and that keeps your engine running at peak performance.

DRIVEN RACING OILJOE KNOWS OILJoe Gibbs Driven LS30 High Zinc Advanced Synthetic Oil Specially Developed for GM LS and Other High-Performance Engines

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(866) 661-1820PRODUCT SPOTLIGHT


The good news is that DuPont automotive paints are better than ever. The better news is, thanks to the automotive paint division being acquired by the Carlyle Group, DuPont gets its product and many new ideas to market faster than ever before. When a company becomes as large as DuPont, with its seemingly countless divisions, updating the strategies of the individual divisions can sometimes be, if not overlooked, then put on the back burner while another division’s emergency is tended to. To rectify any possible

disruptions, it was decided that the automotive paint division needed to be split off to become its own entity. While the new entity has yet to be named, it will be under the direction of the Carlyle Group.

The result is that the paint division is exclusively its own company now, which means it is able to focus solely on the automotive paint market. DuPont paints have long been the industry standard and the paints that others are judged by, but now the company will be less encumbered by a hierarchy

DuPont’s Cromax Pro waterborne basecoat paint gives shops the ability to increase productivity with less product being applied. This combination is what shops need to increase profi t while still being in compliance with government regulations.

For candy lovers, DuPont offers more than 25 different colors of “candy” basecoat. These basecoats give the appearance of that deep candy look without the need for multiple coats. It’s even easy to repair in case of an accident. Try that with lacquer!

This past year DuPont launched an entire line of new clears, which includes the LE 8700 Appearance clear, the LE 5100 Multi-Panel clear, the LE 5400 Snap Dry clear and the LE 8300 Productive clear. These are the fi rst set of low-VOC clears that rival National-Rule clears for performance. No cut and buffi ng means faster turnout, all of which means more profi t for shops with fewer problems.

LEAN, MEANPAINTIN’ MACHINE

BIG CHANGES AT DUPONT MEAN IMPROVED

PRODUCTSFOR YOU

STORY BY MATT EMERYPHOTOS BY SCOTT KILLEEN,

MATT EMERY ANDCOURTESY OF DUPONT

The good news is that DuPont automotive paints are better than ever. The better news is, thanks to the automotive paint division being acquired by the Carlyle Group, DuPont gets its product and many new ideas to market faster than ever before. When a company becomes as large as DuPont, with its seemingly countless divisions, updating the strategies of the individual divisions can sometimes be, if not overlooked, then put on the back burner while another division’s emergency is tended to. To rectify any possible

disruptions, it was decided that the automotive paint division needed to be split off to become its own entity. While the new entity has yet to be named, it will be under the direction of

The result is that the paint division is exclusively its own company now, which means it is able to focus solely on the automotive paint market. DuPont paints have long been the industry

DuPont’s Cromax Pro waterborne basecoat paint gives shops the ability to increase productivity with less product being applied. This combination

PRODUCTSFOR YOU


and the demands of the fast-changing world of automotive rules and regulations. Now, DPC will be able to react more quickly and perhaps even get ahead of whatever Uncle Sam and California have in mind as far as regulations are concerned.

It also provides added opportunity to invest in new products, services and technologies, and will allow DPC to be quicker and more nimble to marketplace changes. It’s clear that DPC has a new sense of excitement; technology development has already begun to accelerate, and we can expect a major new product-line announcement early next year. That’s exciting stuff , considering that DuPont waterborne technologies are already the industry leader, so we can only imagine what the company has up its sleeve.

We can expect that DuPont will continue to expand and improve its undercoat, basecoat and clearcoat product lines, with a laser-like focus on product development to ensure that the products are faster to use and easier to apply, yet still maintain the unrivaled appearance you expect from any DPC product.

One of the products it will continue to improve upon is its Cromax Pro basecoat, which is already the industry leader in waterborne technology. Simply put, with its line of Cromax Pro basecoat paints, DuPont has taken paint technology to another level. Much like it sounds, waterborne paints use water along with other additives, rather than purely solvents, to suspend the paint particles in the mix.

Amazingly, it only takes 1-1/2 to two coats to cover a car entirely (compared to three to four for normal paint), and no fl ash time is required between coats. This is nothing new to the OEMs, though, as nearly 70 percent of all new OEM vehicles today are painted with waterborne paint. There are many reasons for this, and worker safety and environmental concerns are only the start. The real reason OEMs are turning toward water-based paints is that, in the long run, they cost less than solvent-based paints.

Of course, legal issues are always a concern, and this “aqueous” method is in full compliance with new laws regarding the lowering of VOCs (volatile organic compounds) that are found in many states and counties. Thanks to these traits, Cromax Pro makes it possible for shops to refi nish more cars faster than ever before, and to do so using less overall material. Less product and faster spraying time means more profi t.

DuPont off ers two controllers for its waterborne paints: one for humidity above 30 percent and one for below. DuPont has also developed new strainers that have been designed to work specifi cally with the new waterborne paints. DuPont has addressed any concerns that shops may have, even to the extent of teaching how to spray Cromax Pro. The application of waterborne paint is basically no diff erent than applying any solvent-based paint. For the fi rst coat, DuPont recommends that the spray gun be held approximately 8 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.

That means that working with Cromax Pro is slightly diff erent than with old-style paints, but thanks to DuPont’s extensive hands-on training courses, shops can transition to Cromax Pro smoothly and quickly. There are no two ways about it: spraying Cromax Pro gives shops an opportunity to improve their productivity and profi tability when compared to standard solvent-based basecoats. When evaluating all these attributes, Cromax Pro is truly the wave of the future.

DuPont is also continuing to expand and improve its undercoat and clearcoat product portfolios, with a focus on products that are faster for shops to apply, easier to apply, and yet maintain the appearance you expect from a DuPont product. Included among them is a soon-to-be released new line of low-VOC clears that rival national-rule clears for application and appearance. These new LE Clears, which is an entire line of low-VOC clears that DuPont released this past year, include the LE 5100 Multi-Panel clear, the LE 5400 Snap Dry clear, the LE 8300 Productive clear and the LE 8700 Appearance clear. DuPont will soon release an air-dry productive clear that will be as fast as anything on the market and will have an improved appearance over standard clears. That means no cut and buffi ng is required to get that crystal-clear look, and that means fast turnaround time for shops, where time is indeed money.

For undercoats, DuPont has more tricks up its sleeve. The company is perfecting speed reducers to improve the time to sand for national-rule primers, as well as soon-to-be-released UV undercoats. DuPont is even working on a new and novel UV lamp system that signifi cantly accelerates the undercoat application step.

Sure, fast is great, but style is forever, and few things have the style of a hot rod that has been painted with “candy.” There is nothing like a ’32 that has been sprayed with multiple layers (think 15) of candy lacquer—unless it’s one that has been painted with one of DuPont’s new candy CFX colors. DuPont has launched a remarkable 24 candy colors this past year, and these colors provide the amazing look and depth of multiple layers of candy. Anyone who has had a vehicle painted with candy lacquer knows that, while it looks fantastic, the paint itself is very delicate. DuPont’s new candy colors go on with ease and can even be repaired just like any standard basecoat.

Speaking of going on easy, DuPont is even working on booth

focus on product development to ensure that the products are faster to use and easier to apply, yet still maintain the unrivaled appearance you expect from any DPC product.

One of the products it will continue to improve upon is its Cromax Pro basecoat, which is already the industry leader in waterborne technology. Simply put, with its line of Cromax Pro basecoat paints, DuPont has taken paint technology to another level. Much like it sounds, waterborne paints use water along with other additives, rather than purely solvents, to suspend the paint particles in the mix.


The excessive heat of areas such as the Southwest won’t be a problem any longer thanks to DuPont’s new Intellimist Booth Humidifi cation System. By keeping the temperature constant (and cool), the Intellimist system allows painters work all day long and not have to stop due to heat-related concerns.

Needing only 1-1/2 to two coats, Cromax Pro waterborne paint goes on easily, thanks to its ability to be applied “wet on wet,” and there is also no waiting for one coat to dry before spraying on the other. Again, faster jobs means more profi t.

While the process of applying Cromax Pro is essentially the same as with other basecoats, DuPont has set up training sessions to teach painters the best ways to apply the paints to best effect.

Proof that DuPont Cromax Pro needs less material to do the same job. Less material means more profi t. See the trend here?

designs that take the ambient temperature out of the equation. DuPont calls it the Intellimist Booth Humidifi cation System. This remarkable piece of equipment, with its proprietary control system, has been designed

to maintain booth humidity at a constant ratio. And it does so automatically. It requires very little power and virtually no maintenance. In addition to maintaining humidity, it will lower the booth temperature by 10 to 20 degrees. This changes the game for shops in extremely hot areas such as the Southwest that now need to stop painting in the afternoon as temperatures soar above 100. This system not only allows a “normal” work schedule, but it will also provide comfort all day and keep the booth conditions constant so that painters don’t

have to adjust paint mixtures continuously to deal with unruly climate conditions. DuPont actually plans to have a booth set up at SEMA so people can spray Cromax Pro right there in the convention center!

Lastly, though it is keeping them close to the vest for now, DuPont plans to debut other new ideas and equipment at the 2012 SEMA show. The most exciting of these is something that DuPont is calling its new 3D Color Rendering Software. DuPont has been working with Luxion to develop it and plans to debut this new tool at the annual SEMA show. We can’t wait to see this and what else DuPont has up its sleeve.

Airfl ow via these nozzles, rather than heating an entire booth, is all it takes to dry the Cromax Pro waterborne paint quickly.

DUPONTupgrade2water.dupont.com

SOURCE


DUPONTupgrade2water.dupont.com


Hinson Motorsports team members are no strangers to going fast. They’ve built plenty of very quick, very powerful cars out of their shop in Hueytown, Alabama, many featuring Racing Head Service components. Their latest undertaking, however, may be the craziest one yet. The idea of a high-performance 2001 Corvette Z06 isn’t anything out of the ordinary. But powering it with a 2,248hp and 7,800rpm LS engine—well, that’s uncharted territory even for them.

“It’s a racecar—we didn’t build it to run on the street,” says Brian Hinson, Hinson Motorsports proprietor and company namesake. At the heart of this land-speed monster is the lightweight and sturdy aluminum RHS LS Race Block.

“We met Kevin Feeney (RHS Product Manager) at one of the PRI trade shows and the LS Race Block was on display,” Hinson says. “We were looking for a new power plant for a new racecar to be run in land speed and one-mile drag racing. Their new aluminum block was very desirable for what we wanted to do.”

What Hinson wants to do is eventually compete for the world record of fastest piston-powered car in the standing mile. He believed that his 2001 Corvette was the car to get them there. Constructed from C5 and C6 parts, the custom turbo intake system features tons of available boost and the potential to make as much as 3,000 horses’ worth in the future. In addition, the car features a variety of trick goodies to make it go really, really fast, and at the center of that are COMP Performance Group components, including the 427cid tall-deck RHS LS Race Block, COMP Cams custom roller camshaft, lifters, pushrods and a COMP timing set.

“We chose the RHS block because of the engineering built in to the design for high-powered builds like ours,” Hinson says. “The aluminum construction was ideal to minimize weight on our race

applications, and the tall deck allowed for a better piston combination.”

The car’s fi rst one-mile run on the track took place last spring as a speed-limited licensing pass for the East Coast Timing Association at the Ohio Mile in Wilmington, Ohio. The Corvette was limited to 175 mph, a far cry from what Hinson expects when they really turn up the wick.

“We’ll put it on the chassis dyno soon,” he says. “It’s been through harder paces on the engine dyno than on the track. At this power level we’re pretty content; nothing related to the RHS Block is on the verge of failure.”

Hinson and his team will look to see just what their Corvette can do at both the Throttle Nation Top Speed Challenge as part of the ECTA back at the Ohio Mile, as well as at the Texas Mile. At both events, they expect the car to reach well over 200 mph. The current world record is 257 mph in the standing mile, which Hinson believes his Corvette eventually has a chance to better after more on-track time and tuning. The next time out, however, he is optimistic of running in the 245- to 255-mph range. It’s a goal that he believes the RHS LS Race Block is more than capable of meeting.

“RHS has been very supportive of us and we’re happy with the quality of the block,” Hinson says. “Thankfully, we haven’t really had to call them for any tech support; it’s done what it’s needed to do. It was engineered very well.”

The pride of Hinson Motorsports, this 2001 Corvette is powered by a 2,248hp RHS Race Block-equipped LS engine.

A TON OF HORSEPOWER

FUNTHE RHS LS RACE BLOCK HELPS HINSON

MOTORSPORTS CHASE THE RECORD BOOKS


The RHS Race Block was selected by Brian Hinson for its lightweight aluminum construction and tall deck for a better piston combination.

The engine features a host of COMP Cams internals, including custom-ground COMP cam and accessories. Note the elaborate turbocharger plumbing required to reach2,000-plus horsepower.

FAST™ LSX™ 92mm Intake ManifoldIs Now Available In Black.

Featuring an eye catching black fi n-ish, the LSX™ 92mm Intake Manifold by FAST™ is the only three-piece Gen III (cathedral port) composite manifold proven to deliver a 20+ HP increase over the factory LS1 intake with no loss of bottom-end drivability and full factory accessory compat-ibility. This manifold also includes added runner material with witness marks to facilitate porting.

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To achieve the extreme speeds planned for the Corvette, aerodynamic planning is critical. Note the large air dam added to the front fascia and the rear deck lid extension, among other changes, designed to help work the air and achieve the 250-plus speeds desired.

RACING HEAD SERVICEwww.racingheadservice.com

(877) 776-4323

SOURCE


TRUCKS, TRAILERS AND THE OPEN ROAD

WELD WORKS HARD TO KEEP YOU ROLLING ALONG

Some call it wanderlust, but for many there is what’s known as the “call of the open road.” Maybe it’s due to the sheer size of the United States, or that it wasn’t really all that long ago that folks made the journey west to expand the continent, but it’s a most American of traits that we want to explore our surroundings, and doing so in a truck pulling a trailer is how most of us want to do it.

Life on the open road is hard (just ask Woodie Guthrie), but it’s even harder on our vehicles. That’s why when we hit the road we want to do so in a vehicle that we know will get us back home again. To make sure, our trucks have to be equipped with rolling gear that is tough. Tire companies have designed tires that are made from all manner of high-tech composites that protect them from the nasties found along the highway. Thankfully, wheel companies such as Weld design and build wheels that are just as tough.

Weld is virtually synonymous with racing wheels. Its heritage is unmatched, and its product is the choice of champions in most forms of motorsports. Founded in 1968 out of the pure love of racing by Greg Weld, Weld Racing has undergone many changes over the last 40-plus years, but one thing that hasn’t changed is that the product is still designed and manufactured in Kansas City, USA. And they’re still made to perform at the highest level. From NHRA drag racing to dirt tracks throughout the world, Weld Racing wheels are the choice for those who know how to put a wheel to the ultimate test and who also put their lives behind that choice.

What may be less known is that Weld Racing makes wheels not only for racecars, but also for the trucks and trailers that transport those racecars to the tracks.

Whether it’s a truck, dually or trailer, Weld Racing produces a large selection of wheels that are not only tough enough to do the job, but also look pretty darn good doing it. There are 10 clean, sharp, matching styles for truck, dually and trailer applications. Forged from primary aluminum alloys in the U.S., as are all Weld Racing wheels, Weld Racing wheels are stronger and

STORY BY MATT EMERY


truer than other brands. In addition to being exceptionally strong, they also are up to 40 percent lighter than wheels of comparable strength. This reduced mass reduces suspension stress and braking distance while improving ride quality and acceleration. The quality alloys in the wheels polish to a brilliant shine and resist oxidation better than other alloys. Where coatings are applied, the 6061 alloy provides a stable base for a long-life fi nish.

Though lighter than OE wheels, Weld wheels are stronger. The original-equipment manufacturers’ wheels meet stringent SAE testing requirements for the design loads, but are designed to work on that truck as if it were stock. But except for our fathers, who drives a stock truck? Most of us modify the powertrain for more power, mount taller tires or lift the suspension. And when you tow a heavier-than-rated trailer, the need for stronger wheels becomes an important safety factor. Simply put, the stock wheels won’t cut it. It’s important to keep the wheel weight manageable for a smooth ride and good vehicle performance. That’s why forged-aluminum wheels, such as those off ered by Weld, are the best choice. Forged wheels have a better strength-to-weight ratio than steel or cast-aluminum wheels, and the fatigue resistance leads to long life without being excessively heavy. Adding to the un-sprung rolling mass is dangerous and can place huge stresses on the brakes, bearings and other items. By using forged aluminum in its manufacturing process, Weld neutralizes this very real concern.

Forged-aluminum wheels are also ductile to prevent cracks and failures during hard use. Weld Racing tests its wheels on in-house testing equipment at double the rated load and double the required cycles, mounted with the tallest available tires to ensure an unmatched margin of strength over SAE requirements. Other wheel brands are tested with shorter tires under less demanding stresses to give the illusion of load rating, while some are not tested at all. Think about this when you equip your truck or trailer with new wheels. The safety of your passengers and rig is no place to cut corners. To ensure that all Weld wheels are strong, they are fully tested and tortured in Weld’s own in-house lab by in-house engineers, as well as thoroughly road-tested by dedicated teams of truckers.

Today’s trucks require many bolt circles and backspaces to properly fi t tires. Add the need for special sizes and backspaces for lifted trucks, trail vehicles, and desert rigs and you have an incredibly broad spectrum of wheel requirements. In single (non-dually) rear-wheel truck applications, Weld Racing solved this problem with a unique new wheel assembly technique. The hot-forged machined billet center is welded with a proprietary process to the cold-forged inner and outer rim shells, allowing a modular construction. This allows Weld Racing to meet the needs of nearly any truck, Jeep or specialized trail or desert rig by combining the correct components for assembly. You wouldn’t simply slap on other drivetrain or suspension parts without thinking about how they will be working together, so why do so with your truck wheels?

Weld Racing dually truck and trailer wheels are direct-bolt eight-lug and six-lug wheels forged from primary 6061-T6 aluminum alloy; however, they are manufactured as a one-piece design. This provides the best strength and durability at the lowest weight with zero porosity, unlike cast aluminum. Another unique feature of Weld Racing’s dually truck wheels is that they are not reversible, but dedicated to the front or rear of the truck. This allows Weld to incorporate cosmetic designs using the entire wheel face, removing the “bus” wheel appearance of other brands. These one-piece hot-forged machined billet wheels provide strength, ductility and the lowest possible weight for the load requirement. This allows Weld to provide vehicle security through durability, the best possible ride characteristics, and enhanced braking and acceleration.

than steel or cast-aluminum wheels, and the fatigue resistance leads to long life without being excessively heavy. Adding to the un-sprung rolling mass is dangerous and can place huge stresses on the brakes, bearings and other items. By using forged aluminum in its manufacturing process,

Forged-aluminum wheels are also ductile to prevent cracks and failures during hard use. Weld Racing tests its wheels on in-house testing equipment at double the rated load and double the required cycles, mounted with the tallest available tires to ensure an unmatched margin of strength over SAE requirements. Other wheel brands are tested with shorter tires under less demanding stresses to give the illusion of load rating, while some are not tested at all. Think about this when you equip your truck or trailer with new wheels. The safety of your passengers and rig is no place to cut corners. To ensure that all Weld wheels are strong, they are fully tested and tortured in Weld’s own in-house lab by in-house engineers, as well as thoroughly road-tested

Today’s trucks require many bolt circles and backspaces to properly

Manufactured from forged-aluminum alloys, Weld Racing dually wheels are

stronger, tougher, truer and lighter than competitive wheels. Available

in 10 unique designs in polished and black-anodized fi nishes to match your style. Sizes range from 17x6.5 inches and 19.5x6.75 inches, and these tough wheels exceed SAE J2530 requirements for up to 3,500-lb loads when equipped

with a 37-inch tire. Wheels are front- and rear-specifi c direct-

mount eight-lug applications (no adapters). To keep up with the style

mavens around the pits, there are even matching trailer wheels available.

D50B

D54B

DUALLY WHEELS D59B


WELD RACINGwww.weldracing.com

(800) 788-9353

job # DRF12_18239

client Janine Little-Stoms DuPont Refinish

publicationPower & Performance News 7.625" x 5.25"

first insertionMarch, 2012

creative“4 Cars”

initial date

account executive AM

creative director MB

copywriter CK

art director RN

production SJ

proofreader CK

approved for PDF AM

approved to disc AM

approved output from disc AM

All stock photography is owned by the applicable image provider. All usage rights regarding such images are governed by such provider(s) terms and conditions of use set forth at the provider’s(s’) website(s).

DRF12_18239_CP_Ad_4Cars_PPN_03-12.indd 1 2/1/12 4:16 PM

In addition, the brutally strong trailer wheels easily withstand the cornering abuse a loaded triple-axle trailer dishes out when being turned tightly.

Tow rigs and trailers have their own set of criteria, though. The stresses placed on a tow rig are entirely diff erent than simply driving your truck around. Think about it—once you have invested in the tow vehicle, trailer, hitch and electrics for your complete rig and start to drive it, you will begin to think about increasing power, brake improvements, and reducing drag for maximum safety and performance. Don’t forget the wheels. The wheels on a tow rig connect the tires to the

axle and share all the stresses. In fact, the cornering stresses that are placed on

the tow rig wheels are amplifi ed by the leverage created by the hub-

to-tire radius, and if a vehicle is modifi ed with taller tires, increased ride heights due to lift kits, greater trailer-tongue weight and driveline torque, the loads on the wheels

increase exponentially. Though physics isn’t simple,

in this case, it’s simple physics at

The wheels on a tow rig connect the tires to the The wheels on a tow rig connect the tires to the axle and share all the stresses. In fact, the

cornering stresses that are placed on the tow rig wheels are amplifi ed by

the leverage created by the hub-to-tire radius, and if a vehicle

is modifi ed with taller tires, increased ride heights due to lift kits, greater trailer-tongue weight and driveline torque, the loads on the wheels

increase exponentially. Though physics isn’t simple,

in this case, it’s simple physics at in this case, it’s simple physics at in this case, it’s simple physics at

Weld Racing truck wheels are tough enough to race on, and with 10 designs in polished or black-anodized fi nish, they are attractive enough for the show circuit. Manufactured from forged-aluminum alloys, they are stronger, tougher, truer and lighter than competitive wheels. They are available in 17- and 20-inch diameters in widths from 8.5 to 14 inches. These wheels exceed SAE J2530 requirements for up to 3,500-lb loads when equipped with a 44-inch tire. Matching trailer wheels are available so that you will have style and toughness.

Offering 10 different styles of trailer wheels, Weld Racing trailer wheels are forged in one piece and CNC machined to perfection. They boast an unmatched 3,750-lb load rating and are available with polished or machined after black-anodized fi nish. Sized at 16x6-inches in 6x5.5-inch and 8x6.5-inch bolt circles with 3.5-inch backspace, Weld trailer wheels are built to withstand the extreme loads of heavy multiple-axle trailers.

T54B

T56B

T58B

TRUCK WHEELS

TRAILERWHEELS

work. It’s mass X inertia X something else (we told you it wasn’t simple), but in the end adding things like more power, larger tires and more weight means you had better have a strong yet light wheel or your tow rig may become uncontrollable due to overtaxing the stock brakes and other items.

Trailer wheels have their own unique set of requirements. They need to be strong enough to carry the load of the trailer itself, or tare weight, and they have to be able to carry the weight of a loaded trailer. We don’t know about you, but we like to be comfortable when at the track, so we load our trailers to the gills with cars, pit bikes, tools, fuel and any other thing we can cram in there. Heavy is an understatement. Then there is the shear action that the trailer places on the wheels when the trailer is turning. That means that trailer wheels have to be equally as strong on two axes. Off ering 10 diff erent styles, Weld builds its wheels to withstand the extreme loads of heavy, multiple-axle trailers (which put the most torque on wheels when turning), but when equipped with a 32-inch-diameter tire, Weld trailer wheels have an unmatched 3,750-lb load rating.

Thanks to Weld’s racing heritage, every Weld wheel is built with safety and performance in mind. Weld has taken that knowledge and transformed the truck (single and dually) and trailer wheel market and has done so with a wide range of styles that Weld is proud to put its name on. Weld wheels are the choice of drivers such as Tony Stewart, Kenny Bernstein and John Force. And, frankly, if Force is going to put Weld wheels on his nitro Funny Car and strap himself in for a 300-mph run and then drive home in a custom truck that’s also equipped with Weld wheels, to us that’s a ringing endorsement. And we are more than happy to take his recommendation.

R58PR54B

SOURCE



job # DRF12_18239

client Janine Little-Stoms DuPont Refinish

publicationPower & Performance News 7.625" x 5.25"

first insertionMarch, 2012

creative“4 Cars”

initial date

account executive AM

creative director MB

copywriter CK

art director RN

production SJ

proofreader CK

approved for PDF AM

approved to disc AM

approved output from disc AM

All stock photography is owned by the applicable image provider. All usage rights regarding such images are governed by such provider(s) terms and conditions of use set forth at the provider’s(s’) website(s).

DRF12_18239_CP_Ad_4Cars_PPN_03-12.indd 1 2/1/12 4:16 PM

67POWER & PERFORMANCE NEWS PPNDIGITAL.COM66 POWER & PERFORMANCE NEWS66

For those who are building anything from a ’32 to a classic truck, the ididit Universal column and accompanying accessories make installing this column an easy affair, and it looks great.

Flanked by Ken and Jane,

the Callison family poses in front of their former shop.

STORY BY MATT EMERYSTORY BY MATT EMERY

AMERICAN MADE FOR AMERICAN MUSCLE

IDIDIT IS A TRUE AMERICAN SUCCESS STORY

For any business to be successful, it has to be led by someone who has the training, talent and vision to see what product is needed and to manufacture that product to the highest standards of quality. Build it well, and they will come. These are qualifi cations possessed by ididit founder Ken Callison.

ididit has been the industry leader in steering column innovation since 1986, and it all started in Callison’s garage when a fellow Ypsilanti Area Street Rods car club member, knowing that Callison was a trained machinist, asked Callison to make a billet aluminum steering column for him. Callison, who had been trained as a machinist in the United States Navy and had been working at the Ford factory since 1970, set to work. Using the skill set he possessed and adding innovative ideas of his own, Callison soon had a column ready for his friend. The friend was

overjoyed with the column and word spread. Demand grew quickly as others took note of the fi nely crafted steering columns, and soon Callison had

many area hot rodders wanting a column of their own.

At about this time, while at a show displaying his wares, a man approached and asked Callison who

actually made the beautifully machined billet aluminum

pieces. Callison simply replied, “I did it.” And a company was

born. By 1985, Ken and his son Scott were in a steadily growing business,

in terms of both product availability and development. Today, this family-

owned and -operated shop in Tecumseh,

ididit produces all of its numerous parts in-house in this delightful, diner-themed building in Tecumseh, Michigan. If this doesn’t say “Made In America,” we don’t know what does.


Michigan, continues to off er these 100 percent American Made products found in some of the fi nest street rods and muscle cars in the world today. ididit columns have been in everything from AMBR and Ridler winners to drag race and autocross-winning vehicles.

From that fi rst billet aluminum column, ididit has expanded into off ering a vast product line, but it was the company’s fi rst tilt columns that really produced a buzz throughout the industry. ididit now produces a full line of Universal columns that feature tilt capabilities, and they are available either with or without a column shifter. Even telescoping models are available. Another great feature is having the option of including the ignition key on the column. ididit even off ers a keyless ignition system. This eliminates the problem for some hot rod guys who may want to keep their dash free of, well, everything except maybe gauges. Hot rod guys can be very fastidious; rat rod guys not so much, but with their many possible confi gurations, ididit’s Universal columns are a perfect fi t for either style.

Having been in business for 26 years, ididit has seen trends come and go. One that we wholeheartedly agree with is the resurgence of classic muscle cars. ididit has been way out ahead with its Retrofi t columns and was one of the fi rst to produce a column for the 1967-69 Camaro and 1965-66 Mustang. Having plenty of experience with ididit’s products, we can attest that ididit’s Retrofi t columns really do fi t.

ididit also supplies customers with everything they will need to install their new column. For instance, with the Mustang column, the fl oor mount was welded to the original column and therefore cannot be reused, so ididit off ers a column-specifi c fl oor mount to replace the original with each of its Mustang-based columns. In fact, ididit off ers billet or steel column drops and fl oor mounts to make installation easy. ididit also off ers replica knobs and column dress-up kits, as well as U-joints, shafts and couplers. If it’s associated with a steering column, ididit has what you need to complete your build.

ididit has been hard at work designing and manufacturing tilt columns and related accessories for other makes and models of vehicles as well. Its catalog is fi lled with cool items for those who drive hot rods, classic trucks and street rods. It doesn’t matter whether you drive a GM, Ford or Mopar, there is an ididit Retrofi t column for your ride. These include the classic Tri-Five Chevys, Camaros and Firebirds, Chevelles and El Caminos. ididit also has columns for Corvettes, Novas, Impalas and even the Caprice and Pontiac GTO. Owners of Mopar muscle cars such as the ’Cuda and Challenger can bolt in a Retrofi t column made

TRANS HELP™ 1.888.776.9824TCIAUTO.COM

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Very seldom will a product come along that delivers the total package of improved performance, a superior driving experience and enhanced fuel ef-fi ciency. With the ability to instantly select between fully programmable auto-matic or manual six-speed 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 engi-neered 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 up to 850 horsepower, and it includes a limited lifetime warranty. The TCI® 6x Six-Speed™ is available as a complete drivetrain package that includes every-thing you need to get your GM, Ford or Chrysler powertrain shifting through six gears with ease. Go ahead and raise a little hell or take a relaxing high-way cruise, with a 6x Six-Speed™ you’re in control.

Blacktop Hell-Raisers To Highway Cruisers

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Easily handles up to 850 HP and provides the option of full manual “speed shifting.” Each transmission is Triple Tested and backed by a limited lifetime guarantee.

Serious Performance

Effi cient CruisingSix-gear, programmable automatic operation for unsurpassed street manners, re-duced engine RPMs (less stress on full powertrain) and enhanced fuel effi ciency.

(Or A Little Of Both)

The 6x Six-Speed™ Is The Only Automatic Transmission That Puts You In 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™, EZ-TCU™ Transmission Control Unit, Outlaw™

Two-Button Shifter, fl explate*, harnesses, performance cooler, Max Shift™ Automatic Transmission Fluid & locking dipstick

• Six forward gears & fully programmable automatic or manual shifting deliver better acceleration, fuel effi ciency & reliability from your hot rod

* Flexplate included with Ford, Chrysler & Pontiac Kits

IDIDIT IS A TRUE AMERICAN SUCCESS STORY


SOURCE

ididit, Inc.www.ididitinc.com

(517) 424-0577

especially for those cars, while those who drive classic Chevy and Ford trucks are well taken care of, too. ididit even off ers columns for the iconic early Ford Broncos and Jeeps, in addition to all the parts and accessories you’ll need to make your ididit column your own. These are not merely a stock replacement part, but a thoughtfully and thoroughly engineered aftermarket column that will fi t perfectly in the original steering column location.

In addition to off ering a column for any application (believe it or not, ididit also designs and manufactures columns for golf carts and an array of industrial vehicles), ididit also off ers a wide spectrum of fi nish options for those who need a specifi c look. ididit columns are available in brushed and polished-aluminum fi nishes, chrome, black powder-coated and paintable

steel. ididit uses only top-quality material and production methods. The company is fully vested to ensuring the safety of its products, and boasts that its welds are some of the strongest in the industry. ididit promises that it keeps your safety in mind when it makes its products, and each ididit product must pass rigid quality-control checks before being sold.

ididit has dedicated itself to producing only the fi nest-quality products. ididit designs and manufactures some of the best, most state-of-the-art steering columns and related accessories in the hot rod and classic car industry. ididit columns will stand the test of time and add performance and style to your ride. ididit believes that in order to keep American manufacturing strong, you must use 100 percent American-made materials. That’s why all of its products are made from top-

quality 100 percent American-made materials and are manufactured and assembled by hand in ididit’s facility in Tecumseh, Michigan.

ididit is a true American success story. Ken Callison, his family and crew have taken their training and talent, infused it with a dedication to quality and added a healthy dose of good ’ol American know-how. ididit steering columns and related accessories are the result of that talent, hard work and dedication. They will work with whatever vehicle you drive and will make that drive more comfortable and precise. And after all, isn’t that what all hot rodders really want?

A big seller is the ididit Camaro Retrofi t column. Black powder-coated, it’s designed simply to slip in place of the stock unit, but has upgrades that the stock unit can’t match.

With the way ididit’s main building looks, we’re hoping to get a cheeseburger and a malt with our new steering column!

69POWER & PERFORMANCE NEWS PPNDIGITAL.COMPB

PAY ITFORWARD

At its core, CU-ICAR is a school, but it’s also much more than that.

Yes, there are classrooms, lab spaces and teachers, but when you are teaching a group of research students of this caliber, the potential is so great it is hard to call it simply a “school.”

CU-ICAR is a part of Clemson (SC) University and the letters stand for Clemson University International Center for Automotive Research. It is a graduate-level program training engineers for top-level work in the automotive industry. And the research its students and faculty are performing is quite amazing.

For example, when touring the CU-ICAR facility with Dr. Robert Prucka recently, he took us past large pieces of CNC (Computer

Numerically Controlled) machining equipment. The initial thought when seeing such machinery is that they are teaching students how to program and properly use these machines, and there are many schools that do exactly that. But the purpose of the CNC machinery at CU-ICAR goes much further. Prucka says a graduate student is using the equipment as part of an advanced research program to determine more effi cient ways of cutting titanium so that machinists will be able to hold their work to tighter tolerances than ever before.

Note the sheet metal press tucked away in a corner of one of the labs. Again, the school isn’t teaching students simply how to use the press to punch out fenders and doors. Instead, some students are using it as part of an experiment to see if electricity can be used to realign the molecules in the steel so that it holds its shape better after being pressed.

It’s like this everywhere you look within the Research Center. There is a scratch-built fl ow

The Clemson University International Center for Automotive Research is separate from the Clemson University campus so it can be near some of its corporate partners near Spartanburg, South Carolina. The main building contains both classrooms and several large lab areas.

COMP’s Scooter Brothers (foreground) and Dr. Robert Prucka of CU-ICAR (background) look over the sensor array attached to an engine on the dyno used for component testing.

STORY BY JEFF HUNEYCUTT

lab spaces and teachers, but when you are teaching a group of research students of this caliber, the potential is so great it is hard to

Numerically Controlled) machining equipment. The initial thought when seeing such machinery is that they are teaching

Note the sheet metal press tucked away in a corner of one

The Clemson University International Center for Automotive Research is separate from the Clemson University campus so it can be near some of its corporate partners near Spartanburg, South Carolina. The main building contains both classrooms and several

COMP’s Scooter Brothers

ICAR (background) look

COMP CAMS SUPPORTS THE INNOVATORS OF

TOMORROW WITH CLEMSON

UNIVERSITYSPECIAL

PARTNERSHIP


bench that works unlike anything else on the market. In one space, cars are being built from scratch. Everything has a twist—a use you may not expect or a purpose beyond what the manufacturer originally intended. “Generally speaking,” Prucka deadpans, “if something is already on the market and working like it should, we have no interest in it.”

As you might expect, CU-ICAR has working relationships with many of the big auto manufacturers. One program, known as “Deep Orange,” allows select students to produce prototype cars of the future for specifi c manufacturers. We’ve seen the model that’s currently in development, but only after being sworn to secrecy. We can tell you it’s quite innovative and will probably make a few waves when it is revealed at this year’s SEMA Show.

But even though ICAR has partnerships with the OEMs, Prucka says one of the school’s most valuable relationships is with the COMP Performance Group. “We’ve communicated with nearly 1,000 companies in one form or another,” he says, “but they didn’t see the possibilities like COMP did. COMP Cams is one of the few companies that is forward thinking enough that they can really grasp what we can off er as a research facility. What they’ve been able to off er us has been invaluable, and hopefully, down the line we can be valuable to them too.”

COMP Cams takes part in a class where students work on engine simulations. COMP’s FAST fuel injection group provides several of its high-performance LSX composite

intake manifolds that the school and students can modify. The modular nature of the FAST LSX intake makes it easy to modify the intakes for big performance gains in race engines, but that also makes it a great teaching tool. CU-ICAR students are tasked with using the simulation software to design intake ports that will create maximum power at a specifi c RPM range. (For a challenge, it’s normally well above or below the engine’s natural RPM range.) After working through many models, the students put their simulations to the test by actually modifying the FAST manifolds, installing them on an engine and running the engines on a dynamometer.

The quality of the engine simulations being developed at CU-ICAR goes way beyond a virtual fl ow bench. Prucka says it’s actually called “Unsteady 3D CFD.” CFD stands for “computational fl uid dynamics” and it is a fancy way of saying that the software considers many more variables than a typical simulation. An engine is an intricate piece of machinery, and the CU-ICAR simulations take an incredible amount of that complexity into account. Everything from the movement of the pistons, to valve bounce, to how much air is displaced by the angle and size of the fuel injectors is considered in terms of how it can aff ect the rate of airfl ow moving through the intake runners.

The simulations are not only limited to intake runners, though. Prucka showed us a working model testing an injector location that looked interesting. The setup looked

Instead of going out and buying a fl ow bench, these students built their own from scratch in order to be able to test according to their own parameters.

“... there are just too many variables to be able to accurately predict what’s going to be going on fi ve to 10 years from now. We see our relationship with CU-ICAR as a way to stay ahead of the curve for the long term.” — Scooter Brothers, Chief Operating Offi cer of the COMP Performance Group


good at fi rst because it was very eff ective at packing fuel into the combustion chamber, but the simulation also picked up a problem. At specifi c valve lifts, the fuel from the injector missed the back of the valve, and the simulation showed the fuel blowing directly into the chamber, washing the oil off the back of the cylinder wall—creating an engine that may make more power at the cost of a very short lifespan.

“The new knowledge is understanding how these tools can help us make better engines,” Prucka says. “More power, greater fuel economy, better effi ciency. By improving the capabilities of the simulations, our students can test hundreds of diff erent intake manifold runners in an hour or thousands in an afternoon. The same thing goes for other engine components. Before, engine builders and component manufacturers had to create new parts and try them out. Now we can help them take a lot of the guesswork out of it and help them get closer on the fi rst shot.”

Besides the intakes—which CU-ICAR could simply purchase if it wanted to anyway—Prucka says COMP has provided something much

more valuable: expertise. “The knowledge they have on how performance engines work is just incredible,” Prucka adds. “Being able to call somebody like (COMP Engineer) Billy Godbold and ask him what he’s seen when it comes to valve timing fl uctuations, or whatever, has just been invaluable. They really know what they are doing and it has helped us with our simulations.”

So the obvious question becomes, “What does COMP get out of the relationship?”And that’s the most interesting part. The simple answer is nobody knows.At least not yet. None other than Scooter Brothers, the Chief Operating

Offi cer of the COMP Performance Group, admits as much. “We look at our business about the same way we do racing,” he explains. “You’ve got to always keep improving.

“We know what we’re going to be doing one year from now,” he continues, “and we even have a pretty good three- to fi ve-year plan. But

“What [COMP Cams Performance Group] has been able to offer us has been invaluable, and hopefully, down the line we can be valuable to them too.” — Dr. Robert Prucka, ClemsonUniversity International Center for Automotive Research

This unique lab space allows researchers to shoot a wide spectrum of radio waves into equipment to look for interference issues. As cars add more and more electronics on everything from engine management systems to built-in cell phones, eliminating interference sources has become critical.


there are just too many variables to be able to accurately predict what’s going to be going on fi ve to 10 years from now. We see our relationship with CU-ICAR as a way to stay ahead of the curve for the long term.”

Brothers says he does see serious benefi ts from the simulation programs that the students spend so much time working with. “It cost us $25,000 and took 18 months to develop that fi rst manifold,” he says. “If improved computer simulations can help us cut that down, it means we can get great products to our customers more quickly and save them some money. It also makes it a lot easier to do more experimentation—to try things we might not have the time or budget to work on otherwise.”

Besides the simulation software, the relationship with CU-ICAR gives the COMP Performance Group a chance to work with some of the best young mechanical minds in the world. The student body may be small—currently there only about 180 enrollees, including both masters and Ph.D. level students—but because of the unique nature of the school, CU-ICAR draws from a worldwide pool of applicants. COMP Cams doesn’t compete with aftermarket companies for its engineers—it targets the same level of talent that companies like Ford, Mercedes and General Motors are looking to hire. Being around the school not only helps COMP fi nd and target the best and the brightest, but it also helps the students understand what the company is all about.

“Our industry (the performance aftermarket) is so entrepreneurial, people often think they have all the answers,” Brothers says. “But we have enough humility to know it’s impossible to have all the answers. In fact, sometimes we don’t even know the right questions to ask. We work hard to learn what our customers want so that we can give it to them, but what happens when your customers don’t know what’s possible?

“That’s where a relationship with a place like this (CU-ICAR) comes in,” he continues. “We know that they are doing some fantastic research here, and our goal is to be able to help them translate that research into real-world applications. We don’t have a specifi c timeline, and we don’t have specifi c goals in terms of what or how many products we need to see come from this. But what we do have is a desire to keep improving and keep moving forward. We want to blow people’s minds with what we’ve got for them. And I believe that COMP’s great relationship with CU-ICAR will help us continue to do this for many years to come.”

CU-ICAR stresses working collaboratively, because in the real world the students will have to be able to function as part of a team. To help this, all the student workspaces are communal.

This simulation is a still from a video produced by one of the simulations showing how fuel fl ow from the injector varies depending on both the valve and piston’s position and movement. The red areas are dense with fuel, and green areas with less fuel.

Here’s a model used in one of the computer simulations: The purple component is the intake manifold runner, the teal is the intake port in the cylinder head, and the computer cylinder is directly below it. Users can quickly change the size or shape of any component, and as long as the model is built correctly, the simulation software will tell you how the changes will affect performance.

Here’s a shot of the runners for the FAST LSX intake manifold that CU-ICAR’s students have modifi ed based on insights gained from computer simulations.

COMP Camswww.compcams.com

(800) 999-0853

SOURCE

“We want to blow people’s minds with what we’ve got for them. And I believe that COMP’s great relationship with CU-ICAR will help us continue to do this for many years to come.” — Scooter Brothers


For a hot rod, street rod or muscle car, the engine is the main event. It’s the whole reason for a vehicle’s being. Sure, everybody loves a nice paint job or interior, but it’s the engine that gets the first looks and the harshest criticism—and woe unto the owner whose engine’s appearance is sub-par.

Dressing up the engine has taken many paths over the years, but shiny is and always has been the overriding favorite. First it was chromed pulleys and painted alternators. But with many vehicles now having both power steering and air conditioning, things were not only getting crowded, but folks were also losing the battle with continuity. Some of the pieces were chrome, some painted, and some polished—or not. And don’t even get us started on the fact that there was usually a minimum of three belts running everywhere. The entire thing really needed to be streamlined. With Eddie Motorsports’ S.drive serpentine pulley system, it is.

With Eddie Motorsports’ S.drive serpentine pulley systems, one part number gets you a complete kit to accessorize the front of your engine. CNC-machined from 6061-T6 aluminum, the S.drive systems include all the necessary billet aluminum pulleys and stainless steel fasteners, as well as the highest-quality, name-brand components, including an Edelbrock water pump that joins with a Powermaster alternator, a Gates tensioner and six-rib serpentine belt, a Sanden A/C compressor and Maval power-steering pump. All of this is housed in a brilliantly polished main frame and connected with one belt. It is elegantly compact, so it will fit even the tightest hot rod engine compartment.

The S.drive systems are American made and feature pulleys and mounting brackets that are made by Eddie Motorsports in its Southern California manufacturing facility. The kits are available in configurations with or without power steering and/or air conditioning, and for Chevy small-block, big-block and LS engines. Eddie also has S.drive units for many Ford engines, such as the small block and even the 351 Cleveland. Eddie Motorsports’ billet aluminum S.drive serpentine pulley systems are a great complement to Eddie Motorsports’ complete line of billet aluminum accessories and engine dress-up parts.

We followed along as the Eddie Motorsports crew installed the S.drive unit onto a small-block Chevy engine. Thanks to Eddie providing all the necessary hardware and a very thorough install sheet, the entire install took less than an hour.

We, your engine—and those who will be looking at it—think it’s an hour well spent.

CNC-machined from 6061-T6 aluminum, Eddie Motorsports’ S.drive serpentine pulley system uses some big-name pieces. An Edelbrock water pump joins with a Powermaster alternator, a Gates tensioner and six-rib serpentine belt, a Sanden A/C compressor and Maval power-steering pump—all top-of-the-line stuff.

With all the original pulleys and brackets removed, the block is cleaned (with extra care taken around the water-pump ports). The

tapped holes should be chased with a 3/8-16 tap to clean the internal threads, and compressed air used to remove any debris.

POLISHED PRECISIONINSTAllING AN EddIE MoTorSPorTSS.drIvE SErPENTINE PullEy SySTEM

Story by Matt EMEryPhotoS by DEanna Scanlon

(1)


once the end has been treated with rTv, the 3/8th studs are installed. Note that the lower, passenger-side stud is longer, and will leave 3-1/2 inches exposed, while the others will leave only 2-1/2 inches exposed. doubling up the provided nuts makes tightening the studs easier.

The alternator bracket is also equipped with its o-rings and slipped over the studs.

looking good, the polished Edelbrock water pump is slipped over the studs.

The A/C compressor is installed with anti-seize-treated M8 cap screws.

After the M8 cap screws have been treated with anti-seize, they are used to mount the main bracket.

once it has been equipped

with the proper o-rings, the compressor

bracket is installed over

the studs.

The spacer posts are slid over the studs, but

know that there are three longs and one

short (which goes over the lower, passenger-

side stud). When these are in place, the spacer

posts and cap screws are tightened.

The 5/16-inch cap

screws (anti-seize) are used to mount the

power-steering

pump and pulley.

After the 1/4-inch cap screws are treated with

thread-locking compound,

the polished compressor

cover is installed.

After the cap screws have been treated with anti-

seize, the power-steering bracket is installed and

bolted into place, though the screws are tightened only “fi nger tight” at this

time. virtually all hardware is treated either with anti-

seize or thread-locking compound, depending on

the application.

(2)

(3)

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(7)

(8)

(9)

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(11)


The alternator is installed with anti-seize-treated M8 cap screws.

With the 5/16-inch cap screws prepped with thread-locking compound, the polished water pump pulley is installed.

The tensioner is installed onto the main bracket using thread-lock-treated 3/8-inch cap screws. Note the 1/2-inch-square hole. A 1/2-inch-drive ratchet inserted into it will be used to rotate the tensioner enough to install the drive belt.

The Eddie Motorsports S.drive system is polished precision. It looks great, works great and, thanks to the quality parts used in the package, will last a long time.

A polished tensioner cover is held in place with two M8 screws (with thread-lock).

once the alternator cover

is installed, all hardware for it and the A/C

compressor is tightened.

The belt is threaded into place and the

1/2-inch ratchet is used to rotate

the tensioner, allowing the belt to be completely

installed.

Eddie supplies Belleville washers to be used when

installing the crank pulley. These washers are not fl at

and have a slight crown. This crown is oriented toward the cap end of

the screws. The 3/8-inch cap screws are treated

with thread-lock before installation.

EddIE MoTorSPorTSwww.eddiemotorsports.com

(888) 813-1293

SourCE

The compressor manifold should be

installed only when the A/C system is ready to

be charged. There is a block-off plate that

captures the nitrogen, which lubricates the

compressor during transit. This plate

should be removed (thus allowing the

nitrogen to escape) only when the system is

about to be charged. It sure looks nice, though.

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(20)


WIDE WORLD OF WOOD

BED WOOD AND PARTSMAKES YOUR BED FOR YOU

When Jeff Major at Bed Wood and Parts needs to go to the cabinet for some more material, it’s not quite as easy as it is for some. The reason is that Major’s cabinet is the forests that cover the world. Major is the Indiana Jones of the wood industry, and he searches the globe for the materials that make up the kits and custom work that comprise Bed Wood and Parts’ vast inventory.

From the Americas to Africa, the Orient to Oshkosh, Major searches for the most interesting wood available. Recently, he has added some amazing woods to his ever-expanding line of exotic woods. These include Amazique, Narra, Iroko, Makore and Northern White Pine, as well as the beautiful PNG Walnut.

Amazique is an African hardwood that seems to glow with a deep yellowish brown with black and green highlights. Long used for furniture and even guitar backs, Amazique is backlit with streaks of light seemingly coming from within. Makore has a pinkish red color and is also known as African Cherry. This hardwood, from West Africa, appears brown, but a tilt of the head or changing the angle of the sun reveals its rich, red hues. Narra is a great South African hardwood that generally has a mixture of yellow or reddish heartwood, and takes a beautiful polish. It is used extensively in other parts of the world for home interiors, fl ooring, boats, and musical instrument parts. Iroko, which is sometimes referred to as African Teak, is initially yellow in color but darkens to a rich brown over time. Iroko is used for a variety of purposes including boat building and furniture, and

was even used as part of the txalaparta, a Basque musical instrument. Iroko is one of the traditional djembe woods and is known for being very durable.

Northern White Pine possesses a mixed broad to very fi ne tight grain and is straw to tan in color. It is known for its dimensional stability, strength and lightweight characteristics. During the age of the sail, Northern White Pine was the wood of choice for the masts in the British Royal Fleet. Today, due to its diverse properties, it is used for products ranging from exterior millwork to pattern making. Northern White Pine off ers an economical bed wood set, yet it is far superior to the southern yellow pine bed wood currently on the market.

For those who like their hot rods fl at black, PNG Walnut is the wood you’ve been looking for. The prized heartwood of PNG Walnut is typically wavy grained, with dark gray to black bands or fi ne streaks standing out from the paler, lustrous background. The dark bands form irregular concentric circles in the log. It has a moderately coarse texture and is used for fi ne furniture and fl ooring.

These beautiful woods are made to last, but Bed Wood and Parts has custom-formulated oils and fi nishes to ensure that the natural luster of the wood shines through. Bed Wood EZ Rub Fortifi ed Penetrating Oil Finish protects the wood from the elements while maintaining the wood’s natural fi nish. EZ Rub Fortifi ed Penetrating Oil provides a barrier to prevent mold or mildew and those baking UV rays from damaging or bleaching the wood. According to Major, “EZ Rub oil fi nish is another Bed Wood

STORY BY MATT EMERY


product that will assist our customers with a complete installation of the fi ne wood products that we produce.”

It was shortly after Bed Wood and Parts debuted its EZ Seal & Shine high-gloss fi nish in 2010 that the company was approached by several customers looking for an aff ordable yet eff ective exterior wood fi nish. Specifi cally, they did not want it to have a high-gloss appearance and were also hoping it would not require special equipment to apply. That set Major off on another quest, where he eventually landed with his EZ Rub Fortifi ed Penetrating Oil. Initially, he searched for an existing product that would meet the needs of the customer, but it seemed the more research Major conducted, the fewer quality products he encountered. He found that several products made outlandish claims, but none of them actually lived up to their boasts. After reaching that point, Major decided to formulate his own fi nish. He had very specifi c requirements: the fi nish must penetrate deeply into the wood and not be simply a surface fi lm. The fi nish must off er exceptional protection against the damaging eff ects of ultraviolet light, and it must contain mold and mildew inhibitors. The application of the product must be simple and it should have a brief drying time (Major says he never liked waiting for a fi nish to dry), and it must be made in the USA. After much trial and error, Bed Wood’s EZ Rub Fortifi ed Penetrating Oil Finish became reality. It was painstaking work, but the fi nished product (no pun intended) has exceeded customers’ expectations.

EZ Rub Fortifi ed Penetrating Oil Finish

off ers the ultimate in exterior wood protection and enhancement. Major decided on teak oil, then fortifi ed it with two levels of protection against UV light and made sure it has the highest-quality mold and mildew inhibitors. It seals and protects the beauty of natural wood, giving it that natural, hand-rubbed appearance so many prefer. Multiple coats may be wet-sanded to build a lustrous, self-fi lling, hand-rubbed fi nish, or you can simply apply the product and remove the excess with a nap-free cloth for a natural, fl at-matte appearance. Due to its unique penetrating abilities, any area that is scratched or stained may be repaired using the wet-sanding method.

EZ Rub Fortifi ed Penetrating Oil Finish is non-yellowing and non-darkening, and, as Major insisted, it’s fast drying. Just wipe it on and allow it to penetrate the pores of the wood to feed and protect the wood from the sun’s harmful rays. Then use a clean, soft cloth to remove any excess. It eliminates the cause of cracking and peeling, allowing the product to penetrate deeply with teak oil to enhance and protect the valuable wood. EZ Rub Fortifi ed Penetrating Oil Finish is also easy to touch up. It works great on exterior wood products in automotive, marine and household applications and is available in either in quart or half-gallon containers.

For those who like their shine bright, Bed Wood has reformulated its EZ Wet Gloss Spray Detailer, which is completely safe to use on most surfaces. Bed Wood fi ne-tuned this product to provide a high-gloss shine when only dazzling will do.

77

STORY BY MATT EMERY

PPNDIGITAL.COM

EZ Rub Fortifi ed Penetrating Oil Finish provides a deep, shine-free fi nish that is derived from teak oil. It is then fortifi ed with two levels of protection against UV light and has the highest-quality mold and mildew inhibitors.

Need Valve TrainAnswers?

Call our toll free valve train tech-line for personalized advice and product support Mon–Fri, 7am – 8pm CST. Our knowledgeable and friendly staff will help you assemble the right valve train for your engine the fi rst time.

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Our website is the industry’s leading online destinations for high performance valve train in-formation. With product FAQs, specs, manuals and more, it has everything you need to fi nd the perfect parts for your engine.

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Our instant chat feature con-nects you directly to our staff of trained technicians through a chat window on our website.

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Prefer to seek advice online? COMP Cams® has made fi nding answers on the web easier than ever with our online product sup-port forum. Simply post your ques-tion and our experienced technical staff will provide timely advice.

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With a long history of milling specialty wood pieces for hot rods, woodies and pickups, Major has always been hands-on, but with the introduction of his Bed Wood Custom Shop, he is leading the way with custom, and out-of-the-ordinary, wood products. Led by Seth Thomas, a woodworker and industrial designer with a luthier background of building boutique-quality custom guitars (and we thought he built clocks), Bed Wood Custom Shop can make anything from a dash to a classic truck rolling billboard.

The Custom Shop can incorporate elements of your specifi c lifestyle into your bed wood, such as custom inlays and marquetry. Do you want to have a personalized logo or symbol incorporated into the wood? No problem. Thanks to its CNC capabilities, the Custom Shop can even do wood pinstriping and three-dimensional engraving. With its in-house design and customer e-collaboration capabilities, Bed Wood Custom Shop can create unique, one-off pieces ranging from a single interior/exterior accessory piece to a theme that spans the entire bed of your truck, making that marketing dream of using a ’40 Ford panel to promote your business (and therefore, a write-off ) a reality. Well, that’s our dream, anyway.

From his shop in Hopkinsville, Kentucky, Jeff Major looks the world over to fi nd the wood that he expertly mills into bed fl oors. Instead of a whip and pistol, he uses his vast network of contacts and a computer mouse. Some of those contacts date back over 25 years from Major’s geology days. From that network, he has assembled a catalog consisting of beautiful hardwoods, pre-cut bed wood kits, and an extensive line of oils, polishes and fi nishes, and if that isn’t enough, he then opens a custom shop. If hard work were a disease, Jeff Major would be a carrier, but thankfully, his hard work translates into great products for us.

THE ONLY CAST ALUMINUM LS BLOCK DESIGNED TO

Make Big Power

1.877.776.4323RACINGHEADSERVICE.COM

8825

b

BIG CUBIC INCH DESIGN & SUPERIOR QUALITY MAKE THERHS® LS RACE BLOCK THE CHOICE FOR SERIOUS PERFORMANCE

To meet the increasing horsepower demands of serious LS powered vehicles, engineers at RHS® designed the cast aluminum LS Race Block for larger stroke clearance with a tall deck height, kicked-out oil galley and raised cam centerline. And with many other innovative engine builder inspired features, the LS Race Block is the perfect foundation for all-out race and serious street applications.

• Accepts 4.600" stroke & capable of 502 c.i.

• Standard (9.240") & tall (9.750") deck heights

• Raised cam centerline (.388"/9.86mm) & kicked-out oil galley for stroke clearance

• Siamese cast bores (4.125"-4.165") with press-in spun cast iron liners

• Front & rear AN-12 side feeds to accom-modate serious dry sump oiling setups

• 6-bolt head design with full water jacket around cylinders (based on LS7 design)

CNC-machined Pro Elite™ Alumi-num LS7 Heads from RHS® fea-ture a 12° valve angle and .220" raised intake runners to provide a better line of sight into the cylin-ders and an improved short turn fl ow performance.ders and an improved short turn fl ow performance.

• Fits both production & aftermarket LS7 manifolds & valve train parts

• 6-Bolt head design works with RHS® LS Race & GM LSX Blocks

• CNC-machined runners optimize volume, atomization & velocity

• Ideal for both small and large c.i., hardcore LS7 applications

If the British Navy used Northern White Pine for its masts, then you know it’s hard. It’s also beautiful. It is straw to tan in color and features a very fi ne, tight grain.

Narra is a South African hardwood that generally has a mixture of yellow or reddish heartwood, and takes a beautiful polish. It is used extensively in other parts of the world for home interiors, boats, and even musical instrument parts.

Bed Wood’s new Amazique is perfectly named, as it appears to be backlit with streaks of light seemingly coming from within.

Iroko, which is sometimes referred to as African Teak, is initially yellow in color but darkens to a rich brown over time. Iroko is one of the traditional djembe woods and is known for being very durable.

Bed Wood has reformulated its EZ Wet Gloss Spray Detailer, which is completely safe to use on most surfaces. Bed Wood fi ne-tuned this detailer to provide a high-gloss shine when only dazzling will do.

For all your custom needs, the latest great idea from Bed Wood and Parts is its Custom Shop. If it’s wood, then the crew at Bed Wood Custom Shop has the CNC machine needed to mill you anything from inlaid bed wood to a company logo.

Bed Wood And Partswww.bedwoodandparts.com

(270) 424-3000

SOURCE


THE ONLY CAST ALUMINUM LS BLOCK DESIGNED TO

Make Big Power

1.877.776.4323RACINGHEADSERVICE.COM

8825

b

BIG CUBIC INCH DESIGN & SUPERIOR QUALITY MAKE THERHS® LS RACE BLOCK THE CHOICE FOR SERIOUS PERFORMANCE

To meet the increasing horsepower demands of serious LS powered vehicles, engineers at RHS® designed the cast aluminum LS Race Block for larger stroke clearance with a tall deck height, kicked-out oil galley and raised cam centerline. And with many other innovative engine builder inspired features, the LS Race Block is the perfect foundation for all-out race and serious street applications.

• Accepts 4.600" stroke & capable of 502 c.i.

• Standard (9.240") & tall (9.750") deck heights

• Raised cam centerline (.388"/9.86mm) & kicked-out oil galley for stroke clearance

• Siamese cast bores (4.125"-4.165") with press-in spun cast iron liners

• Front & rear AN-12 side feeds to accom-modate serious dry sump oiling setups

• 6-bolt head design with full water jacket around cylinders (based on LS7 design)

CNC-machined Pro Elite™ Alumi-num LS7 Heads from RHS® fea-ture a 12° valve angle and .220" raised intake runners to provide a better line of sight into the cylin-ders and an improved short turn fl ow performance.ders and an improved short turn fl ow performance.

• Fits both production & aftermarket LS7 manifolds & valve train parts

• 6-Bolt head design works with RHS® LS Race & GM LSX Blocks

• CNC-machined runners optimize volume, atomization & velocity

• Ideal for both small and large c.i., hardcore LS7 applications

FLEXPLATEBASICS

It seems like a simple product. No moving parts. Just a fl at piece of steel with a ring gear around the outside. How complex can a fl explate be? The answer—plenty! And for racecars, it’s a critical component for safety and performance.

A fl explate’s primary job is to connect an automatic transmission’s torque converter to the engine’s crankshaft. It occupies the position that would be inhabited by the fl ywheel on a manual-transmission car. A fl explate weighs considerably lighter than a fl ywheel.

The fl explate gets its name because it will “fl ex” forward and backward as the engine RPM increases. This is due to fl uid pressure inside the converter, as well as any front-to-back movement of the crank. By fl exing, the

TCI racing fl explates differ from factory fl explates in many ways, not the least of which is the thicker steel used to create them. This racing fl explate is machined from A514 steel and has a thickness of 200 thousandths of an inch—OEM fl explates are only a maximum of 140 thousandths of an inch.

Flexplates may all look the same, but these TCI-machined fl explates have an SFI 29.1 approval rating, making them far more advanced than the simple factory fl explate used in original-equipment vehicles.

PERFORMANCE CARS NEED PERFORMANCE

FLEXPLATES—HERE’S WHY

What Does a Flexplate Do?All automatic transmission vehicles

have fl explates. These thin discs of stamped steel perform a number of functions well out of proportion to their design complexity. TCI off ers stamped fl explates for mild to medium street applications. These durable, OEM-style fl explates are between 130 and 140 thousandths of an inch in thickness, stronger than stock, and fi t perfectly, with no need for modifi cations.

Stamped fl explates are made from a high-tensile-strength material that resists elongation and cracking. However, for higher-powered race applications, you will want to consider a machined fl explate. Machined, race-ready fl explates are 200 thousandths of an inch thick and are designed for high-performance setups. These SFI-approved fl explates are built to handle even the most demanding applications.

The SFI Foundation is an organization established to issue and administer standards for specialty/performance automotive and racing equipment. TCI machined fl explates have

an SFI 29.1 approval rating, as they are constructed from ultra-durable A514 steel and are engineered to complement the toughest 7-, 8-, 9- and 10-inch competition-level converters. Whichever option is right for your application, you can rest assured that all TCI fl explates are black e-coated, which provides long-lasting protection without making the fl explate material brittle and subject to cracking like their zinc-coated counterparts.

What Does a Flexplate Do?All automatic transmission vehicles

have fl explates. These thin discs of stamped steel perform a number of functions well out of proportion to their design complexity. TCI off ers stamped fl explates for mild to medium street applications. These durable, OEM-style fl explates are between 130 and 140 thousandths of an inch in thickness, stronger than stock, and fi t perfectly, with

Stamped fl explates are made from a high-tensile-strength material that resists elongation and cracking. However, for higher-powered race applications, you will want to consider a machined fl explate. Machined, race-ready fl explates are 200 thousandths of an inch thick and are designed for high-performance setups. These SFI-approved fl explates are built to handle

torque converter is able to “fl oat” so it cannot bottom-out in the transmission and cause damage. A fl explate is also more forgiving than a fl ywheel if there is any type of alignment spec that is off due to transmission-case wear. Flexplates have teeth on the outer edge, resembling a large gear. The starter engages this ring to turn the engine over during ignition.


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Your Guarantee of QualityTCI triple-tests run-out on every fl explate to protect against ring gear breakage. Nearly all TCI

fl explates are SFI-approved and are precision manufactured to eliminate run-out, warpage and breakage. TCI manufactures the industry’s largest selection of high-performance fl explates. Chances are it has the exact fl explate for your application.

In fi nished form, these SFI-approved racing-caliber TCI fl explates are black e-coated, which provides long-lasting protection without making the fl explate material brittle.

Racing-caliber fl explates are required for safety and performance. As any racer knows, the forces placed on the fl explate during acceleration by a high-performance torque converter are enormous. Having a fl explate that can contain this movement is critical.

In fi nished form, these SFI-approved racing-caliber TCI fl explates are black e-coated, which provides long-lasting protection without making the fl explate material brittle.

Racing-caliber fl explates are required for safety and performance. As any racer knows, the forces placed on the fl explate during acceleration by a high-performance torque converter are enormous. Having a fl explate that can contain

TCI fl explates come in a variety of sizes for a diverse lineup of racingapplications. Note that the TCI fl explates are machined rather than stamped,as is the process used for OEM fl explates.


TOW AND GO

Hypertech’s Max Energy Power Programmer gives your gas or diesel truck the power it needs to tow the largest trailer and still get you farther down the road than the stock program ever could.

To get with the program (yes, pun intended), simply plug the Max Energy unit into the port located below the dash on the driver’s side of the truck. Make sure the plug is fi rmly in place.

HYPERTECH’SMAX ENERGY

POWERPROGRAMMER

GIVES YOU WHAT YOU WANT AND

NEED

Have you ever wished that your truck or SUV had more power for climbing hills, accelerating onto highways and keeping up with the fl ow of traffi c? We all have, and that sluggish response only gets worse when you’re towing a trailer. It’s not only the weight of the trailer that holds us back—if you’re like us, your trailer is fi lled with cars, motorcycles, or simply the things we need to keep us comfortable while on vacation (that fl at-screen isn’t going to tow itself, you know).

What about the ever-present wish of better fuel economy? The rising price of gas has made us all conscious of the cost of a fi ll-up. Fuel costs continue to rise, making pain at the pump something we all have to deal with. The OEMs have to balance power requirements (and provide the performance that customers demand), while at the same time meeting strict federal mileage mandates. While some may think the OEMs should be able to do all that and more, in reality it’s nearly an impossible task. The variables under which engines operate are mind-boggling, but now that they are controlled by computers, they can be fi nely tuned more than ever. The computer is the key to everything. Getting more power and better mileage from the internal-combustion engine is more possible now than ever before thanks to the computer. However, the OEMs are dealing with the feds…and you know how they can be.

But what if you could give your engine more power than the OEMs could ever get away with and improve the mileage of your truck?

Thanks to Hypertech’s Max Energy Power Programmer, it’s not only possible, it’s also as easy as using a remote control to change the channels on your television. Virtually every vehicle on the road today uses an onboard computer, called an ECU, to control the operation of the engine, transmission and other systems. By reprogramming this ECU, or electronic control unit, with Hypertech’s optimized

To get with the program (yes, pun intended), simply plug the Max Energy unit into the port located below the dash on the driver’s side of the truck. Make sure the plug is fi rmly in place.

STORY BY SIMON RICHARDS


tuning software, your vehicle will have the power to accelerate more quickly, merge into traffic more safely, pass more easily, and still go farther on a tank of fuel.

The basic idea behind Hypertech’s Power Programmer is that it’s like a software upgrade—such as when you download a program or “app” to your phone or computer. Simply plug a cable into the connector located (usually) beneath the dash on the driver’s side, and the programmer virtually does the rest. Once the unit is plugged in, it identifies your vehicle and then runs a diagnostic check to make sure that your ECU and the parameters it controls are operating properly. It then asks you a few questions, or prompts. To answer these prompts, simply push the Y (“Yes”) or N (“No”) button. The programmer then downloads Hypertech’s software into the vehicle’s computer and does so in less time than it takes to drink a cup of coffee.

Vehicles come from the factory with a stock program installed. As indicated, this stock program was designed to be a catchall, as the OEMs have to err on the side of caution, since they are juggling federal air-quality and mileage restrictions while still providing the power output that drivers want. When you first plug the Programmer into the diagnostic port, the factory-installed engine-tuning program is uploaded into the Hypertech Max Energy Programmer and saved. This feature allows you to be able to restore the stock settings at any time, if necessary. Then, simply by pressing the Y or N button, the Max Energy unit installs Hypertech’s tuning software to the ECU.

This software was developed on Hypertech’s computerized chassis dynamometers and then painstakingly validated in actual road tests to improve performance and fuel economy. Depending on the vehicle, this software swap can produce gains of up to 174 hp for diesels and 54 hp for gas trucks over the factory tuning. This performance increase is achieved without having to open the hood!

With the improved power and torque on tap, many drivers

Once installed, the Max Energy unit will virtually run itself, with only a few inputs from the installer.

Thanks to the Hypertech Max Energy unit, filling the tank will become less frequent. The diesel guys get a choice of three different power levels to go along with the many other features.

no longer feel the need to stay hard on the throttle, especially while towing, just to maintain forward progress. The additional power also prevents the transmission from downshifting to a lower gear, or “hunting,” and makes it possible for the transmission to stay in a

higher gear for a longer time, even when accelerating. The additional power provided by the Max Power also prevents the torque converter from unlocking in automatics.

Hypertech’s owner, Mark Heffington, explains how these two effects save fuel. “When a converter unlocks, not only do the rpm’s increase, but slippage occurs, which hurts fuel mileage. And when the transmission downshifts to a lower gear, fuel consumption goes up. By preventing premature downshifting and unlocking of the converter, the engine stays at a lower rpm longer, which prevents the driver from using more throttle to maintain cruising speeds, thereby reducing fuel flow and increasing fuel mileage,” Heffington says. “This is particularly critical when

towing. We have had numerous consumer reports of mileage gains of 2-6 mpg. Some even testify that our tuning has increased their driving range by over 100 miles per tank of fuel.”


HYPERTECHwww.hypertech.com

(901) 382-8888

SOURCE

All of these factors help maintain cruising speeds, which in turn means using less fuel. Those savings can add up quickly. If a truck owner buys 50 gallons of gas a week for a year and saves 30 to 90 cents a gallon in fuel economy, a programmer can pay for itself in a few months and save you hundreds of dollars in fuel costs year after year.

Hypertech’s Max Energy units are available for both gas and diesel engines, so no trucker is left out. For the gas guys, the Max Energy off ers tuning for regular octane gasoline and premium as well.

The diesel guys get a choice of three diff erent power levels; and unlike other tuning devices, Hypertech’s maximum power setting can be used safely while towing up to the vehicle’s maximum weight rating while maintaining low exhaust-gas temperatures.

In addition to reading and displaying Diagnostic Trouble Codes (DTCs), the Max Energy also gives you the ability to turn off those pesky “check engine” lights. Dealership technicians use these codes to diagnose problems when a vehicle is serviced (and they charge a pretty penny for it, too), but the Hypertech Max Energy unit will allow you to know what’s wrong in the safety of your own garage. Now you can decide if you want to tackle the simple repairs, which may eliminate an unnecessary but expensive trip to the dealership. After you’ve fi xed the problem, you can clear the DTC stored in the computer’s memory with your Max Energy.

The Max Energy also can allow you to fun tune your truck. No, that wasn’t a typo; we meant “fun tune.” Depending on the year, make and model of your vehicle, the Max Energy off ers additional push-button features that give you the ability to raise the top-speed limiter, raise the rpm rev limiter, and remove 0-60 throttle restriction. Fast is fun in our book—but some things, such as being able to adjust the shift

points and fi rmness of the transmission, recalibrate the speedometer for diff erent tire sizes, or recalibrate for gear-ratio change, not only aid in driving, but also tell the computer what’s actually going on. The computer works in a very structured way, and if these things, especially tire size, have been changed and the computer doesn’t know it, the vehicle just won’t run well.

Other things the Max Energy can do to maintain vehicle safety is to lower cooling-fan on/off temps or disable or adjust V4/V8 mode. These are a must to make your modifi ed vehicle run at its best and safest. Plus, to keep you current with factory calibration updates or new features, you can update the Max Energy over the Internet.

We are old enough to remember when “computers” were fi rst introduced on vehicles. As with anything new, it had its champions and its detractors. Some said they would never work well enough to make a diff erence, while others foresaw just how much the computer age was going to change our lives. But just as early performance companies such as Edelbrock and COMP Cams got the most power out of carbs and cams, Hypertech is taking what is good about the ECU and making it perform better than the stock unit ever could.

Unlike other tuning devices, Hypertech’s maximum power setting can safely be used while towing up to the vehicle’s maximum weight rating, even while still maintaining low exhaust-gas temperatures.


BULLETPROOFLunati EnginEErs unLEash thE uLtimatE rotating

assEmbLy and VaLVEtrain for gm’s Ls EnginE

People can say what they want, and hot rodders, drag racers and engine builders usually do, but when you consider all the different engines that have come along over time, few can match Chevy’s LS-series V-8. From Henry’s flathead V-8 in ’32, Chrysler’s Firepower 331 Hemi in ’51, and Chevy’s 265 in ’55, the most impressive V-8, if you can get past brand loyalty, is Chevy’s LS series.

Perhaps no other V-8 engine has benefited from as many technological breakthroughs for both production versions and racing applications over the last 80 years. From day one, Chevy’s LS engines were imbued with all sorts of innovative capabilities and

the promise that they could, and would be, expanded upon. The original LS1 may have had its problems—some inherited from its predecessors and some from early development—but along the way it matured to become something of an icon. Consider the LS7 and the supercharged LS9, to name the latest examples, and there are others in the pipeline.

Backed up by an impressive lineage in various forms of drag racing and road racing, LS-powered Corvettes and Camaros have enjoyed considerable success throughout the United States and across Europe, including a succession of C6R Corvette victories at

the 24 Hours of LeMans, so it’s easy to understand how the LS engine family has already achieved legendary status.

Along the way, Lunati has expanded an already impressive range of products for many LS applications. While the company is known for its proven camshafts and associated valvetrain components, Lunati also produces a variety of industry-leading H-beam and I-beam 4340 forged steel rods, forged aluminum pistons, pins and rings, as well as 4340 forged steel crankshafts, and premium-quality bearings for many applications.

Story by Stephen K. AnderSon

to gain every advantage over the competition and ensure absolute reliability for your Ls-series engine, Lunati offers entire rotating assemblies incorporating Voodoo crankshafts, h-beam, forged 4340, CnC-machined rods, forged pistons, pins and rings, and the best main and rod bearings in the business. you simply can’t do better.


Lunati CamsLunati’s most recognized gains center on

its wide range of performance and racing camshafts. These include everything from mild street applications to all-out track masters, ensuring that notable power and podiums are realized. Lunati’s hydraulic roller cams deliver the maintenance-free convenience of a hydraulic lifter with the proven horsepower increases that only a roller cam can deliver. Lunati’s hydraulic roller cams are available for stock or mildly modifi ed LS engines, serious race applications and even LS monsters aided by superchargers, turbos and nitrous oxide.

Lunati also off ers LS mechanical (solid) lifter roller cams suited to many

needs and desires. All Lunati cam lobe profi les are computer designed using the latest in cam lobe design software, and each Lunati cam profi le is backed by Lunati’s

40 years of camshaft-grinding experience,

which is now enhanced by the latest computer-controlled

machining processes. Lunati cams are also engineered to take advantage of the latest off erings in aftermarket fuel injection systems, intake and exhaust designs, cylinder heads and other state-of-the-art components. Lunati’s impressive LS camshaft lineup lets you build your engine to achieve performance levels that seem beyond belief. Then again, numbers don’t lie!

for anyone interested in replacing their stock Ls crankshaft, Lunati’s premium offerings are an excellent choice. these crankshafts incorporate every current technological advancement to ensure they can handle the stresses found in this highly demanding environment.

Lunati’s h-beam rods are engineered and manufactured to withstand the forces created by the pistons that are transferred to the crankshaft below. CnC-machined from 4340 steel rod forgings, they are capable of withstanding loads at high rpm for extended periods. these rods apply leading-edge design features and the fi nest materials to live up to expectations.

Lunati CamsLunati’s most recognized gains center on

its wide range of performance and racing camshafts. These include everything from mild street applications to all-out track masters, ensuring that notable power and podiums are realized. Lunati’s hydraulic roller cams deliver the maintenance-free convenience of a hydraulic lifter with the proven horsepower increases that only a

if you’re looking to squeeze out every gram of performance and reliability at the highest rpm, Lunati’s Ls-series signature series crankshafts set standards that others seek. Precision ground and relieved, nitride coated, and perfectly balanced, these cranks are even available with custom features suited to your preferences.


Lunati VaLVEtrainIn addition to camshafts, Lunati has

also engineered a broad range of valvetrain components ideally suited to high loads, high rpm and high expectations. Matched with other Lunati products, these proven performers complete a complex mechanical mosaic that enables the rotating components

to realize their capabilities.Lunati’s lightweight, specially valved hydraulic roller lifters

provide drop-in installation without block machining,

and incredibly high revs right out of the box. Lunati also off ers the proven advantages of drop-in, vertical link-

bar, solid roller lifters, including a system that

streams pressurized oil to the supporting needle bearings and

axles. When you add in Lunati’s valve springs and kits, retainers, locks and pushrods, all of which are precisely suited to Lunati’s cams, there’s no questioning the capability that’s been added to LS-series engines.

To elaborate upon Lunati’s most critical aspect of the valvetrain, it’s the springs that take the most abuse in high-rpm applications, due to the loads and heat buildup. Fortunately, racers and engine builders have options that allow for greatly extended use, higher revs and cost-eff ectiveness.

Lunati’s dual valve spring kits for LS-series engines include everything needed to upgrade these components to levels not previously available. Lunati’s Signature Series LS Dual Valve Springs are precision wound and heat-set for specifi c seat and open load pressure. In addition, they provide total spring travel to accommodate aggressive cams with a gross lift up to 0.660 inch. The springs in these kits are tension matched, and every component comes ready to install.

To keep the valves in check, Lunati’s CNC-machined, CAD-designed 4140 chrome molybdenum steel retainers were created to provide strength and durability in the most trying environments. Precision-fi t locators accurately position the inner spring, thereby preventing interference with the LS aluminum cylinder heads. Precisely machined steel alloy 7-degree valve locks also are included for ideal valve stem retaining reliability. And the fi rst-rate Viton steel-reinforced valve stem seals enable proper valve stem lubrication and oil control.

For those seeking the ultimate in LS

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performance, Lunati also off ers an optional dual valve spring kit that incorporates the same components as the standard LS dual valve spring kit, but with highly specialized lightweight retainers machined from an exclusive tool steel alloy. These retainers are FEA (Finite Element Analysis) and CAD (Computer Aided Design) optimized, and CNC-machined for higher-rpm applications found in road racing, off -road, circle track and marine applications. By fi tting these valvetrain components from Lunati, you can rest assured you’ve done everything in your power to make the most of your horsepower!

Lunati EnginE KitsIf you’re serious about building on

the beauty of the LS-series engines, Lunati’s Voodoo engine kits address

every consideration you’ve thought of, and possibly some you haven’t. Each kit

is engineered to suit a

as with every component in Lunati’s lineup, its top-notch pushrods are designed from the computer up to perform like no other product on the market. Lunati pushrods are made from fi nest seamless, aircraft-grade, chromemoly steel tubing. both press-fi t, with machined ends, and swedged-end designs are available. these pushrods are engineered and manufactured to minimize fl ex and defl ection, even at extreme rpm levels, with high-tension valve springs.

for 40 years, Lunati’s bread and butter has been a wide range of camshafts, each suited to a specifi c category, and so it is with its cams for Ls-series engines. from hydraulic roller cams to mechanical rollers and more, Lunati knows cams, engines and racing, and it has the right camshaft for you.

Whatever your Ls engine requires, from mild street power and response improvements to all-out race efforts centered on building horsepower and setting records, Lunati has a range of valve springs and associated retainers, locks and seals that will put your mind at rest while your engine is tested at every level in every environment.

broad range of Lunati components, as well as other aftermarket blocks, heads and related systems widely

utilized by LS engine builders and enthusiasts.

These kits are available for a variety of bore and stroke

combinations, enabling several diff erent engine displacements.

Lunati’s LS rotating assemblies are fully balanced and fi tted

with Voodoo crankshafts, H-beam rods, and forged

pistons, pins and rings benefi ting from the fi nest

main and rod bearings. This includes Clevite’s

Coated TriMetal bearings, only recently

added to Lunati’s catalog.

Lunati’s LS crankshafts are manufactured using

the strongest forged 4340 alloy, non-twist steel,

nitride treated for increased strength


The Right Parts At The Right Price

The Online Performance Parts Superstore!

The Right Price

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Lunatiwww.lunatipower.com

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and wear resistance. Lunati Voodoo cranks also feature lightening holes specifi cally positioned in the rod journals to reduce the crankshaft’s overall weight.

Beyond the crankshafts are Lunati’s reciprocating components, including 2618 alloy, CNC-machined, forged aluminum pistons, plus lightweight wrist pins and piston ring sets suited to the most demanding of racing environments. Engineered from decades of experience working hand in hand with racers and engine builders, these components meet extremely tight tolerances, enabling them to maintain their qualities at the limits of forces that would destroy lesser products.

To stand up to extreme forces created between the pistons and crankshaft, Lunati’s H-beam, forged 4340 alloy steel rods are fi tted with premium-quality

ARP 2000 series h i g h - t e n s i l e -strength rod bolts, the fi rst choice among

k n o w l e d g e a b l e engine builders. In

all, this combination creates an incredibly capable bottom end for LS engines that’s built to last, perform and please every time you climb behind the wheel and head for the redline.

Just as we understand the importance of maximizing our investments, Lunati knows how to ensure every dollar returns absolute reliability, maximum performance and the security that comes from dealing with a company that is, and always has been, about satisfying its customers. Go with Lunati and you’ll come away smiling!


ADAPTINGAND EXPANDING

Starting any company is a risky adventure, but starting one that involves the aftermarket automotive industry is even more of a gamble. But Lynn Steele knew that if he gave the people what they wanted and adapted with the times, then he was sure to be successful.

When Steele founded his original company in 1958, he produced gas-powered go-carts, of all things. Known then as Spinster, Steele did what he did as an off shoot of what he enjoyed, which was his love for cars, and combined it with his mechanical skills. Soon, he saw another opportunity that again combined his unique talents with his love of the automobile, but this time he did so by concentrating on manufacturing automotive rubber parts. In addition to producing high-quality rubber trim pieces, he was at the same time expanding the business to include his specialty: tool-and-die manufacturing. Upon renaming the company Tool Craft Die & Engineering, in 1975 Steele then moved the company from his Michigan roots to Denver, North Carolina. Although being in the tool-and-die business made it possible to build the many extrusion machines needed to produce the rubber pieces, it was producing these aftermarket rubber parts that really put him on the map. So, in the 1980s the company name was again offi cially changed to Steele Rubber Products, thus rightly honoring the man who started it all.

The idea of manufacturing quality rubber parts did not happen overnight, though. It’s been said that necessity is the mother of invention, and it was while he was restoring his own 1931 12-cylinder Cadillac Town Sedan that Steele realized he could not fi nd the right rubber parts for his project. Utilizing his own tool-and-die experience, Steele used the original weatherstrip from his Cadillac to create detailed reproductions for his car. This was not like anything anyone else was doing, and word quickly spread about the man who created detailed rubber reproduction parts. To paraphrase—a business was born. But it took years of hard work and dedication for Steele to become an industry name as he, his wife and extended family hit the car-swap-meet circuit, literally selling parts out of the back of their station wagon.

As street rods and hot rods grew in popularity, Steele introduced

HOW STEELE RUBBER HAS KEPT UP WITH

THE TIMES

facebook.com/SteeleRubberProducts

twitter.com/SteeleRubber

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STORY BY MATT EMERY

Since moving to Denver, North Carolina, in 1975, Steele Rubber Parts has proudly made its pieces in the USA.


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DRIVEN RACING OIL™.

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new lines of rubber extrusions “by the foot” and with “peel-n-stick” backing to meet the needs of his customers. Since manufacturing the first rubber parts, Steele’s technicians have designed thousands of replacement rubber parts from customers’ original seals. Every detail is scrutinized to make sure each part is an exact replica of the original and fits perfectly. Actually, their goal is simple: to produce the world’s largest inventory of dependable and quality rubber parts for classic cars, trucks, muscle cars and street rods. Steele believes it is less costly for its customers to “do it right the first time” than to buy inferior products that won’t stand up over time or meet their high expectations.

At heart, all hot rodders are racers, and that’s why in 2005, Steele ventured into the racing industry with a line of custom-made spring rubbers. Manufacturing in the heart of race country, Steele developed relationships with many local, professional racing teams. From super speedways to dirt tracks, Steele provides spring rubbers and rubber parts to some of racing’s most successful teams.

Steele’s product line includes weatherstripping for windshields, doors, windows, hoods and trunks. Unlike many rubber parts distributors, Steele also offers other rubber parts that are hard to find, including gaskets, pedal pads, fuel system parts, bumpers and much more. Rather than produce and supply only a limited number of parts, Steele Rubber tries to supply every rubber part on the

make, model, and year automobile its customers are restoring. Among the thousands of parts the company manufactures, its main product lines include Compression Molded Parts and Extruded Parts for virtually every corner of the vehicle. This is the kind of commitment that makes Steele different from the rest.

Many believe that the reason for Steele Rubber Products’ success is because, even though it is now truly an international company, it has not forgotten its roots as a small business. To this day, the company still uses Lynn Steele’s proven method of developing new parts by using only originals, and detailed research, and then manufacturing those parts by hand. They also are still a bunch of folks who enjoy classic cars and trucks, and haven’t forgotten that the company was founded because of that love of cars. Therefore, you will still find Steele at swap meets, car shows and local events around the country—although they no longer work out of the back of a station wagon. They now travel the country in a 40-foot hauler, but just like Lynn Steele, they still sell parts directly from a “rolling warehouse” and thoroughly enjoy meeting customers face-to-face. That’s how they learn what folks need, and in turn can get real-time feedback on parts and pieces that Steele offers. Although he was a first-rate machinist, Lynn Steele was also a people person who enjoyed going to shows and simply talking cars with his customers. Those who represent Steele Rubber Products still do, and that is how Steele Rubber

Rubber parts, such as these Lock Pillar Fillers, are molded to match the originals exactly and use brass buried inside to ensure long-lasting performance.


keeps abreast of trends and the needs of its customers.

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

The Steele name and logo stand for quality parts for all types of American-made cars. From antique and classic cars to trucks and muscle cars, Steele Rubber knows that its success comes from having a close relationship with its customers. Over the years, the process of

developing new parts hasn’t changed very much. The company still uses original parts to make its designs (many supplied by the very customers who need the fi nished product), and researches parts in a library of books and blueprints to create a detailed design and tooling process that creates exact duplicates of the original parts found on the vehicle.

When Lynn Steele began building his Spinster go-carts back in 1958, he probably could not have imagined what his company would evolve into. He simply knew that he enjoyed cars, enjoyed working with his hands, wanted to be involved in the auto industry, and wanted to produce a high-quality product. Steele Rubber Products has become a world player, but it still adheres to those basic tenets set down by Lynn Steele more than 50 years ago. We’re thinking that Lynn would be proud.

Steele Rubber machines the pieces it needs to build the extrusion components that make its rubber parts, only now it’s on state-of-the-art CNC machines.

Steele’s molded windshield gaskets, like every piece Steele produces, are exact replicas of the original pieces from which they are made.

Steele Rubber Products is now offering special “Seals It” basic weatherstrip kits for two- and four-door 1965-’66 Chevrolet Impalas. These kits include Door Seals, Roof Rail Seals and Trunk Weatherstrip to help protect your vehicle from noise, water and the elements.

From molding to window rubber to isolators, if it’s made out of rubber, then Steele Rubber Products produces it.

From molding to window rubber to isolators, if it’s made out of rubber, then Steele Rubber Products produces it.

SOURCE

STEELE RUBBER PRODUCTSwww.steelerubber.com

(704) 483-9343


As today’s hot rods continue to stand taller and taller in high cotton, exhibiting exceptional detailing with unprecedented fi t and fi nish that rivals the fi nest production cars, owners have come to expect a higher level of refi nement.

Today’s muscle cars, street rods and customs look fantastic, and they drive better than ever before, but all too often the stunning interiors lining these treasures are not as comforting as they look. For all the carefully crafted leather, massaged surfaces, and amazing eye candy spread throughout these pristine showcases, time behind the wheel often falls short of the promise.

The problem is noise! No, not the sound of the engine, which in limited amounts is music to our ears, and not the melodies emanating from audio systems rivaling those most people enjoy at home. No, the problem is silencing the maddening road noise that’s unavoidable if we’re driving the cars we spend so much time and money to create.

Fortunately, Scott Whitaker and the folks at Dynamat are continually refi ning an impressive line of products that do away with the overwhelming clatter that all too often reduces the best cars on the best drives to something less than their stock brethren.

It’s hard to believe what it’s like to ride in a car after it’s been rejuvenated, reinvented, Dynamatted! The diff erence is like day and night, and the quiet is luxuriating. Dynamat is unquestionably, sonically amazing!

Best of all, adding Dynamat to your automotive equation is easier than you might imagine, and more cost-eff ective than you may think. Simply peel the cover off the adhesive backing, place the Dynamat material in a predetermined position, and you’re done. If seeing is believing, then hearing—or more to the point, not hearing—is healing! There’s also the added benefi t of greatly reducing heat transfer wherever Dynamat is applied.

Over the past 23 years, Dynamat has developed a variety of clever products for various applications, including solutions to problems that have stymied

LEAVE THENOISE BEHIND:

INSTALLINGDYNAMAT XTREME

When you consider how much noise and heat is transferred through the doors alone, and how easy it is to correct that situation by installing Dynamat Xtreme and Dynaliner, you’ll wonder why you didn’t quiet and cool the problem long ago.

While every vehicle has its own character, appeal and following, most share one common concern, namely, interior noise. Cars such as this ’49 Ford, whether stock or not, can be improved upon with new upholstery and noise- and heat-reducing products from Dynamat.

STORY AND PHOTOS BY STEPHEN K. ANDERSON

SILENCE RULES

Little more than a thin shell separates the great outdoors from those within. It creates an echo chamber that does little to silence road noise, and may in fact build on the cacophony.

Before installing the Dynamat Xtreme and Dynaliner, determine the location of the speakers, as well as other accessories that could get in the way. After the location and method of mounting are decided upon, you can begin.


audiophiles and home theater enthusiasts for years. The way Dynamat Xtreme silences noise transmitted through car doors is quite impressive. Equally impressive is Dynaliner, which is a soft, closed-cell rubber that resists oil and water while providing acoustic absorption and thermal insulation. Dynaliner comes in three thicknesses, 1/8-, 1/4- and 1/2-inch, and you can choose the one that best suits the space constraints of your vehicle.

Consider that the only thing that stands between a vehicle’s passengers and the relentless road noise is a thin layer of steel, an equally ineff ective inner door panel, and the air trapped between them. Compared with the fl oor, fi rewalls and surrounding panels, the doors are better microphones than muffl ers. Dynamat is the only product of its kind that employs Vector Chemistry to convert dynamic motion into silent energy.

To solve this sonic quandary, here’s a prime example of a problem many people experience every time they get behind the wheel, and a simple solution that takes no more time to explain than to solve. Within a couple of hours, you can silence the worst off ender in your interior, and turn your noisemaker into a driving experience you only thought you knew.

Ideally, it would be nice to install the material in a single piece cut to size. However, since the access holes of most door panels preclude this, cutting the material into sizes that fi t the overall area is a better plan.

Then, after positioning the

Dynamat Xtreme, remove the

adhesive backing and carefully

adhere it to the rear panel.

While some people create a cardboard or paper pattern that will transfer to the Dynamat, others wing it, determining the size of the pieces, and cut them, either with a blade or scissors.

To provide the best acoustic environment for the speakers, cut an appropriately sized piece of Dynaliner that can be positioned directly behind them to deaden reverberations from the speaker cone, thus improving the effi ciency and sound quality of the speaker.

Next, attach the small piece of Dynaliner in the predetermined location. Be sure there is enough room behind the speaker’s fi nal mounting so as not to press them too tightly against the Dynaliner and door skin.

With the Dynamat in place, and the small piece of Dynaliner located behind the speaker fi tted, you can fi nish the installation with larger pieces of Dynaliner covering the entire inner door

skin. Obviously, as this door was awaiting the window regulator and window glass, this step would be done after those components were in place, and care would be taken to ensure clearance between them and the adjoining Dynamat Xtreme and Dynaliner.

With the Dynaliner positioned, outline the area needed to clear the speaker and cut a suitable opening before it is mounted. Be sure to run the wires before the Dynaliner is affi xed permanently.


(513) 860-5094

SOURCE


RACING CLUTCHTECH TIP

RACING CLUTCHTECH TIP

HOW TO SET THROWOUT BEARING CLEARANCE PROPERLY

Racing clutches from Quarter Master are defi nitely a marvel of engineering. They are incredibly small and lightweight, delivering the ultimate in low rotating mass, yet they can handle a ton of horsepower.

But no clutch—no matter how high quality—is going to last very long if you don’t set the throwout bearing clearance properly. A throwout bearing that is installed improperly will never let the clutch fully engage or fully disengage. Either way, it’s going to cause the clutch to wear excessively.

Fortunately, the task of setting your throwout bearing properly isn’t hard. And you can do it with your engine either in or out of your car, as long as you can install the bellhousing as part of the process.

If you haven’t done so already, the fi rst step is to install the clutch and bellhousing as you normally would on the engine. If you are racing and use a midplate mount between the block and bellhousing, install that as well. Everything must be installed exactly as it will be on fi nal assembly.

The throwout bearing must ride at a specifi c depth on the transmission’s input shaft. Quarter Master sells a support rail for this purpose. The company actually provides plenty of washers with a throwout bearing so that you can accurately set the depth yourself. If you don’t use a support rail, the inside face of the throwout bearing will ride on the four bolts securing the transmission’s input bearing retainer. Remove these bolts and install the necessary number of washers so that the face of the bolt is 0.800 inch away from the mounting face of the transmission. If you have to use many washers, you may need to swap out for longer bolts to make sure you still have plenty of thread engagement. You also may not be able to get exactly 0.800 inch, but you should be able to get within a few thousandths of that target. The easiest and most accurate way to measure this distance is with a set of dial, or digital, calipers.

With the throwout bearing properly set on your transmission, you can

WATCH THE VIDEO HERE:


begin your measurements. Lay a straightedge across the center of the bellhousing opening and measure to the edge of one of the clutch fi ngers. You can get by with a tape measure in a pinch, but again, a set of calipers will help you improve your accuracy.

For our example, the distance comes out to 4.267 inches. This distance includes the width of the straightedge, but as long as you use the same straightedge for both the bellhousing and the transmission, that’s no problem.

Now make sure the release bearing is fully compressed and slide it onto the transmission’s input shaft. Use the same straightedge you used before and lay it perpendicularly across the end of the release bearing to help you measure the distance to the transmission’s face. And just in case, measure both sides to ensure they are equal. That way you know that the release bearing is properly aligned.

Continuing our example, the distance from the end of the release bearing to the end of the transmission—including the width of the straightedge—is 4.152 inches. So, to fi nd the release bearing clearance, subtract that from your bellhousing-to-clutch-fi nger measurement. The diff erence in this case is 0.115 inch.

Now, admittedly, we got pretty lucky with our example because the 0.115 inch of clearance is right in the middle of the 0.100 to 0.125 inch of clearance that Quarter Master recommends. But if you fi nd you have too much clearance, the fi x is easy. All you have to do is push out the pistons and install some of the shims that Quarter Master provides to take up the unnecessary clearance. Quarter Master provides shims in a variety of thicknesses, so you should be able to mix and match until you get exactly the thickness you need. Then all you need to do is reassemble the throwout bearing, reinstall the bearing on your transmission and repeat the measurement process until you get between 0.100 and 0.125 inch of clearance. If, on the other hand, you have too little clearance, you can remove a washer or two from each of the bolts securing the transmission’s input bearing retainer.

Once your throwout bearing clearance is correct, you are ready to continue with the installation of your Quarter Master clutch as well as the rest of your driveline.

QUARTER MASTERwww.quartermasterusa.com

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

SOURCE

It is easy to install the throwout bearing correctly while the engine is out of the car. Key to this task is being able to install the bellhousing prior to taking your measurements.

The throwout bearing must ride at the correct depth on the input shaft to operate properly.

To determine the correct depth for the throwout bearing, place a straightedge across the center of the bellhousing and measure from this point to the edge of one of the clutch fi ngers.

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REV

Designed for the iPhone and iPod Touch, Rev uses Wi-Fi to monitor, display and record real-time vehicle data by communicating directly with your car’s ECU via its OBD-II port, meaning that vehicles built in 1996 or later are supported. The app moni-tors information ranging from vehicle speed to RPM and fuel consump-tion, engine coolant temperature, fuel pressure and more. It’s a perfect tool for keeping track of vehicle diagnostics, whether you are trying to achieve the perfect balance after a build, dialing in precise data for your street/strip machine or are just curious about how well your car is running. Two versions are available, Rev and Rev Lite. Rev will set you back $39.99, while Rev Lite, offering fewer features and options, is available for free. http://www.devtoaster.com/products/rev/

CLASSIC CAR GUIDE

Whether you’re standing in the middle of a junkyard or in the car corral at a show, the Classic Car Guide app helps you determine just what that ’56 Chevy you’ve had your eye on is worth. The app, designed by Keith Martin, editor and publisher of Sports Car Market, records actual sale prices of collector cars and provides price estimates and listings of cars in your area. The Classic Car Guide puts all your pre-buy research right at your fingertips. Get it in the App Store for free. Also available for the Android.http://itunes.apple.com/us/app/classic-car-guide-for-iphone/

id423842364?mt=8DYNOLICIOUS

If a way to measure horsepower and flat-out speed is what you desire from an app, Dynolicious should satisfy you. Available for the iPhone and iPod Touch, the app is a handy tool for drag racing enthusiasts. Featuring the ability to measure 1/4-mile ETs, 1/4-mile trap speeds, acceleration, overall horse-power and G-forces, Dynolicious also stores a history of test runs, and allows you to enter any performance modifications. The app uses charts and graphs to illustrate data, and requires no setup or wires, as it takes advantage of the iPhone’s built-in accelerometer to produce information. Dynolicious is avail-able for $12.99 in the App Store.http://dynolicious.com/

BOSCH LIGHT ’EM UP DYNO

This iPhone and iPod Touch app direct from Bosch is another dyno that fits in the palm of your hand. The free version is an easy way to measure your car’s 0-60-mph time, while the $4.99 full edition lets you measure horsepower, quarter-mile times and lateral G’s, and post them on lightemup.com. What’s more, Bosch offers a variety of discounts on spark plugs when users download the Light ’Em Up app.http://www.lightemup.com/promos/dyno

ADVANCED LAP TRACKER

We’ll be honest: this kind of seems like a glorified stopwatch, but it could potentially eliminate the need to carry an actual stopwatch to the track, since the same information will now be available in your phone. Plus it’s free. Advanced Lap Tracker saves the date the event was created, the name of the event, the lap times, and if you’d like, the location of the event. It also sup-ports multiple users. It’s a handy tool for circle track and road racers who want to check times after making changes to the car or trying different lines. And the save feature allows racers to quickly go back and see what times they were running when they make repeat visits to the same track, instead of digging through dozens of pages of notebooks.http://itunes.apple.com/us/app/advanced-lap-tracker/id470410960?mt=8

SPEEDWIRED FORWith the World full of aPPs that alloW

users to do everything from Watch-ing live sPorts to Buying groceries, it’s no surPrise that the automotive aftermarket Performance industry should Be in the game as Well. We’ve comPiled a feW of the Best automotive aPPs for Both the iPhone and the an-droid in no Particular order to helP you make your car run its very Best.

iPhone

the Best automotive apps for the iPhone and android


WIRED FOR SPEED: THE BEST AUTOMOTIVE APPS

DYNOMASTER

Dynomaster for Android features a wealth of options and measurements beneficial to racers of all kinds, but seems especially helpful to drag racers. The app offers us-ers the ability to record everything from position to speed and acceleration, along with ETs of 1/4-mile, 1/8-mile and 60-foot passes. Dynomaster even allows you to share data via social media and send it as a spreadsheet for analysis in Microsoft Excel or Office. It’s designed by Trackaroo, which also provides apps that help racers set up specifics such as tire weights and camber, and offers a variety of brand-specific applications. The Dynomas-ter app will set the user back $4.99 in Google Play.http://dynomaster.trackaroo.com/web/dynomaster

TORQUE

Designed specifically for automotive professionals and enthusiasts, Torque allows users to monitor their ECU and gather real-time on-board diagnostics from the various sensors that are connected to it. The app utilizes the OBD2 diagnostic connector on late-model vehicles to deliver custom dashboards and dials, 0-60 and 1/4-mile times, the ability to measure horsepower and torque and find and clear fault codes. Serving as both a performance and diagnostic app, this is a must-have for any gearhead who wants to dial in the precise tune in his or her ride for every situation. Torque is available for $4.95 in Google Play.http://torque-bhp.com/

CARS FOR SALE PRO

The simple name of this app says it all. Beneficial to both private buyers and dealers, Cars For Sale Pro provides a detailed listing of new and used cars for sale, either in your area or throughout the entire United States. Be as general or as specific as you would like. So whether you are looking for a Camaro just like you owned in high school, a brand-new Dodge Ram, or simply trying to find any Ford Torino with a 429 Cobra Jet, Cars For Sale Pro lets you do it by searching car sites across the Internet. The app scours everything from Autotrader to eBay Motors, Craigslist and more to come up with an extensive list of available vehicles. The app is avail-able for free in Google Play.https://play.google.com/store/apps/details?id=mt.CarsForSalePro&hl=en

A LAP RECORDER HD

aLapRecorderHD asks you to mount your phone to the vehicle’s windshield or dashboard while you’re on the road or track. More information than you could possibly imagine will then be delivered straight to your fingertips. Not only does the app record a lap of the circuit to watch, but it also records GPS location information, accelerometer data, vehicle speed, engine RPM, throttle position and much more. aLapRecorderHD even lets users load a track’s lap and sector details from a list of world circuits, or provides the opportunity to create your own track. The app then provides a stunning variety of charts and graphs detailing speed traps, sector times, cornering details and more. The demo version of aLapRecorderHD is free in Google Play, while $6.50 will upgrade to the full edition.http://adyno.net/

SPEED DEALZ

SpeedDealz.com is a members-only flash-sale website that publishes a single deal each business day. The continuously revolving inventory comes from some of the performance automotive aftermarket’s biggest names, and is offered at 40 to 75 percent off published retail prices. However, once the day is over, the deal is gone forever. Becoming a member only requires providing basic contact information and answering a few market research ques-tions. You can view the daily sale through any Internet browser at www.SpeedDealz.com, by downloading an app for your iPhone, or by setting your preferences to allow a daily message to your e-mail address. Featuring offers for everything from hot rods and street performance machines to engine shops and serious race applications, SpeedDealz.com has deals that no car enthusiast can afford to miss. http://www.speeddealz.com/

DASH COMMAND

Designed by Palmer Performance, Dash-Command is one of the more high-end Android apps we’ve come across, but the features make it worth it. Using OBD-II data monitoring and logging, and utiliz-ing patent-pending DashXL technology, the built-in dashboards can display a total of 27 gauges, featuring data pulled directly from your engine’s control mod-ule. DashCommand is a convenient tool whether you need to run diagnostics to service your engine, track everything from real-time fuel mileage to body roll and pitch, or select the proper tune for your trip to the track. This app is available in Google Play for $39.95. Also available for the iPhone.http://www.palmerperformance.com/products/dashcommand/index.php

ANDROID

BONUS!iPhone App

FIND MORE TECHNICAL DATA @ DRIVENRACINGOIL.COM

(866) 611-1820

Oil is the lifeblood of any engine. When it comes to highly complex per-formance engines, it’s critical to choose the oil that meets your engine’s specif-ic needs. While it is often diffi cult to separate “fact from fi ction” regarding engine oils, rest assured that lubricant technology is constantly evolving at the highest levels of motorsports, and Driven Racing Oil™ is a major player in those developments. One such break-through that Driven has recently incor-porated into all its synthetic options is mPAO – a next-generation synthetic base lubricant. While you may never have heard this name before, what this stuff does will impress anyone who un-derstands the difference between pis-tons and petunias. By using an mPAO base for creating its performance lubri-cants, Driven is able to create a light-weight motor oil that retains a high HTHS (High Temperature High Shear) viscosity to give you the best lubricant possible - an oil that’s less sensitive to heat, doesn’t break down under extreme friction and just plain works better.

Winning championships at the highest levels of motorsports is the primary goal of Driven Racing Oil, so while other brands may claim to be perfor-mance oils, only Driven backs it up by actually racing the same stuff you can buy off the shelf. Only Driven Racing Oil puts the very same oil it sells to you in every Joe Gibbs racing engine.

From full synthetic race oils to engine break-in oils, Driven Racing Oil offers a wide range of race-winning products that deliver performance, protection and value. Countless hours of testing and millions of dollars in R&D have been devoted to Driven Racing Oil products - and the results speak for themselves.

until now has been PAO, which is quite a bit better than any conventional as it features an index number of 140. mPAO has a viscosity index of 200 – solid evidence of its enhanced lubrica-tion properties!

Dyno tests show that engines consis-tently gain one-and-a-half horsepow-er with the new oil formulations con-taining mPAO. As you can see, this is a huge advance in oil technology and Driven included it in all of its synthet-ic oils automatically. Many motor oil manufacturers, if given the opportu-nity, would have created a brand-new product using mPAO and given it an ultra-premium price to match its per-formance. But Driven, which current-ly is the only company with access to this next-generation technology, has chosen to use it everywhere it can at no additional cost to its customers.

Driven Racing Oil™ has made a major technological leap by incorporating mPAO, the most innovative synthetic base oil available, into all of its engine oils

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GAME CHANGERmPAO Is A

And Your Engine’s Performance & Durability Stand To Benefi t

Double The Viscosity Index Of Conventional Base Oils

Race Proven NASCAR Level Technology For Your Engine

ConventionalPA

Crude

SyntheticPA

Om

PAO

Innovations In Lubricant Technology-

Zero Compromises

75 100 125 150 175 200 225

Consider that lubrication scientists use something called a “viscosity index” to compare the quality of different base oils. The index is based on Penn-sylvania Crude, which is the highest quality conventional oil you can drill for. PA Crude has a viscosity index of 100. The very best synthetic base oil

Driven’s mPAO offers 2x the viscosity index allowing it to thrive in grueling environments

Viscosity Index

3400 DEMOCRAT RD, MEMPHIS TN 38118 • EFI HELP™ 1.877.334.8355 • WWW.FUELAIRSPARK.COM

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With a clearly labeled wiring harness and intuitive Setup Wizard to walk you through the setup process, there is simply nothing easier than EZ-EFI®. Whether it’s a simple carb replacement, a dual quad setup or an engine transplant system, FAST™ has an EZ-EFI® system to fi t your needs. And every one is backed by a lifetime warranty and the industry’s most experienced and knowledgeable tech staff.

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Give us a call today and we can custom build the EFI or Weber In-duction System of your dreams.

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CAM HELP® 1.800.999.0853WWW.COMPCAMS.COM/THUMPR

Nothing can beat the bone-shaking, hard-hitting idle of a Thumpr™ Cam when it roars to life – fi re up your Thumpr™-equipped hot rod and the whole block will know it. Only COMP Cams® Thumpr™ Cams perfectly combine early in-take valve opening and long exhaust duration with a gener-ous amount of overlap to create a rough, choppy idle that opens up into an earth-shaking, deep-throated roar when you step on the gas. But that’s not all; thanks to cutting edge lobe designs, Thumpr™ Cams also produce signifi cant horse-power gains and a broad torque curve, making them ideal for performance street rods and muscle cars. Thumpr™ Cams provide the best of both worlds, an aggressive idle backed up with serious seat of the pants performance. 90

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Power & Performance News Fall 2012

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Transcript of Power & Performance News Fall 2012