MME’s 21st CENTURY CLEVELAND TITUS CRATE ENGINE: THE FIRST OF ITS KIND

Written by Moore Good Ink Waldorf, MD: MME, McKeown Motorsport Engineering, the acclaimed Ford engine builder of almost 30 years, is introducing the world’s first aftermarket Cleveland engine, the MME Cleveland Titus. While the original Ford Cleveland has been known to be a high-output, high RPM, small-block Ford, MME’s carbureted or fuel injected street-versions produce vibrant air flow without having to turn high RPM. They are therefore completely streetable and suited to pump fuel. With recent rapid advances in engine electronics, in-house CNC-machining, and MME’s experience in camshaft design, the Titus in street trim generates excellent drivability from cruise to redline. Operating from 1,500 to 6,500rpm and using an 850cfm carburetor or port fuel injection and 10.75-11.0:1 compression ratio, the Titus produces 640-650hp at the crankshaft, with a broad torque curve. Unlike the original, the Titus crankshaft is internally balanced for smoother running at higher engine speeds and its counterweights contoured to reduce turbulence in the crankcase. In addition, the lubrication system is upgraded to priority mains and each engine is provided with a build sheet stating every engine dimension, including calculated oil clearances. Also, optional Titus camshafts with larger diameter journals and revised firing order are available, bringing greater efficiency to the valve train and smoother engine performance. Offered in street or race configuration, as a complete running engine or as individual part sales, the Titus easily adapts to naturally aspirated, nitrous, turbo, or supercharged applications. In addition MME supplies the Titus with intake and cylinder head configurations to suit the hood clearance requirements of most body styles or performance needs. For further information contact: McKeown Motorsport Engineering,...

Introducing Ram’s 6.25in Racing Clutch Disc: Ideal for any powerful naturally aspirated small-block engine where some clutch slippage is desirable on initial take-off

Written by Moore Good Ink Columbia, SC: It’s easy to underestimate the potential of a 6.25in racing clutch disc. After all it is tiny yet it transmits the power of 500cu in NHRA Pro Stock race cars, 400cu in Australian Pro Stockers, as well as 900 to 1,200hp Competition Eliminator cars. In fact this clutch is suitable for any powerful naturally aspirated small-block with a manual transmission and where some clutch slippage is desirable on initial take-off. Usually, the clutch assemblies for the 500 and 400cu in engines contain three discs while the Comp Eliminator contains two. This new clutch disc comprises a core plate with friction material at its perimeter and a splined hub at its center. Ram provides the specifications of their 5191 friction material to Raybestos who sinters it on the 1/16in thick core plate at 1,700 to 1,800 degrees Fahrenheit for over two hours. The core plate has four slots to prevent its distortion during the bonding process and also during operation. When trued the new friction surface is approximately .320in thick and 1in wide. From heat treated 4140 high tensile alloy steel, Ram constructs the splined hub and fastens it to the core plate with eight 1/4in stainless steel rivets. The hub usually features 10 splines to accommodate Liberty or G-Force transmissions. The friction material 5191 is renowned for its excellent wear characteristics-it is gentle on the mating surfaces. After each race pass a diamond-tipped dressing tool is used to de-glaze the surface of the disc and to true it, resulting in a very efficient friction surface. With careful re-surfacing a disc can complete...

Why Racing Is Crucial To Successful Clutch Design

Written by Moore Good Ink Since 1987 Ram Clutches’ Pat Norcia has spent virtually every racing weekend studying track conditions-here determining optimum launch rpm and clutch counterweights. “When you go racing you gather a lot of valuable information, mostly advancing your understanding as to what makes the car work better. When our customers address us with a problem I can often resolve it because I’ve already experienced it. If I didn’t go to the races and instead stayed here at the office designing new things, the organization at the shop would be very efficient, but eventually we would experience part failures-racers would exceed the capabilities of our present designs. But when you are racing constantly you can see how things evolve. Why all of a sudden, for example, might a successful five-year-old design fail? Well, it might need to be improved because the car is now pulling a taller gear or it’s making more horsepower or maybe the part is old-or perhaps its lifecycle is shorter than previously thought. It’s this experience that has kept us ahead in the auto racing and aftermarket clutch business.” RAM Clutches 201 Business Park Blvd. Columbia, SC 29203 Telephone (803) 788-6034 or visit:...

NEW LUNATI TL2 & TR2 CAMS FOR SMALL- & BIG-BLOCK CHEVROLET RACING ENGINES: MORE HIGH-LIFT AREA SHOWS GAINS

Written by Moore Good Ink Olive Branch, MS: The latest Lunati asymmetrical camshafts, the new TL2 and the TR2, designed for small- and big-block Chevrolet racing engines, are quite the marvels. The TL denotes Lunati’s cam series for solid flat tappets, the TR designation represents solid roller tappets, and the numeral 2 stands for second generation. Both series of camshafts are designed using the latest technology and feature increased lobe lift-therefore greater valve lift. They are specifically developed for short track Modified applications, Dirt Late Models, Sprint cars, and drag and street-strip vehicles. Depending on valve train weight these new TL2 and TR2 camshafts provide stability up to 8,800rpm. Furthermore, included within their 30 new part numbers, Lunati has introduced smaller base circle designs that provide extra clearance in stroker engines. TL2 prices start at $187.06 and TR2 at $337.16 with custom grinds available as further attractive options. For printable catalog fact sheet click here. For printable application chart click here. For more information contact: Lunati 11126 Willow Ridge Drive Olive Branch, MS 38654 Telephone (662) 892-1500 Visit www.LunatiPower.com  ...

Exclusive: More High-lift Area Shows Gains

Written by Moore Good Ink Lunati’s design begins at the first valve moment of the cycle, the exhaust opening point. By deliberately delaying the opening point they generate more torque from the power stroke, consequently adding more power to the crank. This process occurs throughout the rpm band and is effective as long as the exhaust gases can be properly scavenged from the chamber at high rpm. Then, as expected, they open the intake valve before Top Dead Center. But they open it late to reduce the effects of reversion entering the intake port. They also open it FAST, inducing earlier air flow and providing more high-lift area (also known as more area under the curve). This occurs after TDC as the piston heads downward on its intake stroke, which creates high velocity in the port. If a port has high velocity and the intake valve has lots of high-lift area, the port fills the cylinder faster and has more time to fill it-thus increasing the engine’s potential horsepower and torque. They then close the intake valve gently to prevent valve bounce and facilitate valve train reliability. Of the four timing points the exhaust closing point has the least power-producing effect on the valve train. Yet in this area Lunati exercises special care to ensure exhaust valve reliability. For more information contact: Lunati 11126 Willow Ridge Drive Olive Branch, MS 38654 Telephone (662) 892-1500 Visit www.LunatiPower.com E-mail...