Seven consecutive Pro Stock victories, 10 wins from 24 events, and two new racing head designs

Seven consecutive Pro Stock victories, 10 wins from 24 events, and two new racing head designs

By Ben Mozart: Three years ago during a PRI interview in Indianapolis, Mike Androwick was asked about his future. His firm, Mike’s Racing Heads, had supplied cylinder heads to various dirt track racing series, particularly in the northeast, and so successful were the designs, the question sounded legitimate. “I’d like to return to Pro Stock, developing heads and induction systems,” he said. But that arena is so competitive, bridled the interviewer, would you be able to compete? “I think I could. I’ve done it before.” he replied. How did he achieve such remarkable results in 2017 with Gray Motorsports’ Pro Stock entries? “We work as a team,” he replies. The team that concentrates on power production comprises Mike and Mike Jr., Androwick’s 30-year-old son, and two full time employees at Mike’s Racing Heads, together with Gray Motorsports’ senior engine builder, Paul Hoskins, and his team. Mike Sr. has been friends with Hoskins for seventeen years.  Clearly, there’s much to be said for friendship and shared passion. Still, the cylinder head and intake manifold designs were stirred from Androwick’s fertile brain. Team cars (Shane Gray, Tanner Gray, and Drew Skillman) scored seven consecutive victories, four runner ups, and won 10 races from 24 events. Young Tanner Gray, Shane Gray’s teenage son, carried five of those victories and collected two runner-up finishes in his rookie year. His accomplishments as the youngest driver to win in the NRHA Pro ranks were recently acclaimed, “I owe this award to the team,” he said graciously. For both drag racing and dirt track fraternities, here are details of two new Androwick designs for racing small-block...
New belt-drive assembly for LS

New belt-drive assembly for LS

Innovators West is introducing two new belt-drive systems for LS engines. The first will suit engines of stock cam height and be available January 2018. The second will serve raised-cam engines and made available shortly thereafter. The new design incorporates precision-machined gears, a billet aluminum two-piece backing plate for easy cam changes and a two-piece upper pulley that provides externally adjustable cam timing of plus-or-minus 10 degrees. More importantly, these systems are designed to install without additional machining. Their direct fitment entirely eliminates the toil and cost of removing the engine, dismantling the block, machining it and reinstalling. Lastly, these belt-drive assemblies are further distinguished by the inclusion of high quality Super Torque belts as well as the renowned Torrington cam thrust bearing and a non-adjustable idler pulley for belt tensioning. Superior high-vacuum seals are optional.   Visit Innovators West at the 2017 PRI Show, Booth #2038   For further information contact: Innovators West, Inc. 2816 Centennial Rd., Salina, KS 67401 Attn: Chris Rose (785) 825-6166 or sales@innovatorswest.com...
Adding Boost? Compression, cams, and installation headaches.

Adding Boost? Compression, cams, and installation headaches.

By Fergus Ogilvy: The two most common uncertainties about the prospects of supercharging are fitment and engine tune. Will the supercharger fit under the hood and will it operate with all its accessories: alternator, power steering pump, and air conditioning compressor? The second relates to tuning in general and the preferred compression ratio and camshaft specification in particular. For the most part, a supercharger that doesn’t fit under the hood is undesirable in most quarters. So, woe betides the manufacturer that requires a hood hole to accommodate it, for he will most likely perish in obscurity. Owners desperately seeking attention may relish the thought of a monstrous supercharger towering above, but for the average Muscle car owner, hardly. With regard to the configuration of alternators, steering pumps and compressors, the approach taken by most manufacturers is determined by first identifying the vehicle. These are briefly explored below under the headings Chevrolet or Chrysler or Ford. Select the one that is relevant. Installations Chevrolet: Considering TorqStorm Superchargers, their units for small-block Chevrolets are available in right- or left-hand options, whatever works best. Better still, to avoid unknown complications, they provide a supercharger option that includes all accessories. Similar options are available for Chevrolet big-blocks. Of the most sought-after kits, it is the LS model that raises most questions. These engines (4.8L, 5.3L, and 6.0L) are favored because of their notable power output and value for money; truck engines are inexpensive. But the supercharger maker must be notified that the engine is, in fact, from a truck as their dimensions differ. TorqStorm’s LS truck supercharger kit is designed to operate with...
Losing spark on your HEI ignition?

Losing spark on your HEI ignition?

In this video Ray Bohacz explains how to diagnose and solve common problems associated with HEI ignition systems. These include marking the unit before dismantling, the care required during dismantling, checking the pick-up with an Ohmmeter, and examining the ignition module, which replaces the breakers by turning the coil on and off, and the remedy for overheating that causes intermittent spark. A calm analytical brain and a manner that has won him many friends and viewers, Ray Bohacz is articulate and meticulous in his technical video presentations. Watch and learn from Ray’s good advice. New Jersey native Ray Bohacz is a respected engine builder. Though he relished the challenge of preparing race-winning engines, his earliest memories were linked to farming and its many aspects—particularly its mechanics. Recently he has combined these interests by demonstrating the value of short, technical trouble-solving videos....
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