New cylinder head & intake manifold for Gen III Hemi from Edelbrock

New cylinder head & intake manifold for Gen III Hemi from Edelbrock

Earlier, at the end of July, Edelbrock released information on their new Performer RPM cylinder head for Gen III Hemi engines 2003 to present.  Six days ago, further news emerged regarding their latest Victor II EFI intake manifold for the same engine. The Edelbrock Performer RPM cylinder head is a bolt-on performance upgrade for 2003-Present Gen III HEMI® 5.7L, 6.1L, 6.2L and 6.4L engines. It’s designed with the Eagle intake and exhaust port location and can be used with the 5.7L Eagle and later stock intake manifold, exhaust manifolds, valve covers, rockers, spark plugs and accessories, as well as Hellcat components. These cylinder heads have been machined to be used on either the driver or passenger side of the block.This cylinder head features fully CNC-machined combustion chambers along with CNC-profiled bowls and port entries/exits for improved air flow. It also features more material in the deck and reinforced combustion chambers for increased cylinder pressures. In addition, the rocker bosses have been reinforced for improved stability and strength. Furthermore, extra material has been added around the intake and exhaust ports to facilitate additional porting in racing applications. The intake and exhaust valves have been angled away from the bore wall to accommodate the larger valves, while maintaining compatibility with OEM valvetrain components. The seat diameters have also been increased for improved heat transfer and durability. Port Volume Intake / Exhaust Exhaust Port Location To Stock Chamber Volume Valve Sizes Intake / Exhaust Valve Spring Diameter Max Lift 202cc / 75cc 5.7L Eagle & Later 73cc 2.165″ / 1.650″ 1.066″ / 1.300″ 0.630″ Universal EFI Sump Fuel Kit Details: Designed for...
LS twin & single supercharger kits for transplants

LS twin & single supercharger kits for transplants

Complete conversions for older cars & trucks. In June of 2017, the Grand Rapids, Michigan-based supercharger company TorqStorm introduced a new carb hat that showed significant upgrades both in air flow and aesthetics. Then in July, they lurched forward with a new Blow-off valve providing better air control by virtue of its larger size. Now attention is diverted to the September debut of their new twin and single supercharger kits for GM LS transplants. Although they’ve blazed the trail for high quality, inexpensive superchargers with a winning limited lifetime warranty, this is the first time they’ve committed to offering kits with a full range of belt-driven accessories. Unorthodox? Well, perhaps more than this, for they believe they are the first to do it.     The twin kit supports 1,000-plus horsepower while the single sustains 700 plus. Both can be adapted for use with electronic fuel injection or carburetion. But this is only the start. Though the new designs are aimed at LS-powered hot rods, the game-changer for TorqStorm has been an increased attention to greater completeness. Whether supplied as twin or single, the kits include a Sanden air conditioning compressor, Turn One power steering pump, and Powermaster alternator—the first such integrated kits furnished in the company’s history. Indeed, to the best of our knowledge, the first by any supercharger manufacturer to integrate belt-driven components. In addition, TorqStorm provides two serpentine belts, an eight-rib to drive the supercharger and a six-rib to impel the accessories; all necessary pulleys, including a tool steel hub for the crank pulley; two self-adjusting tensioners, a blow-off valve; an  air filter plus all the...
Racing Valve Springs

Racing Valve Springs

Here, courtesy of Erson Cams, are several sound rules to remember. The story is developed for those interested in high-performance engine technology and explains the severity of the environment in which the valve spring operates and some of its relationships with a properly functioning valve train. Erson suggests that the primary factors considered when selecting valve springs in a racing engine are, first, the amount of valve lift and, second, engine speeds. As engine speed increases so does inertia, which refers to the valve train’s resistance to changes in speed and direction. To read the full story as printed in Drag Racer magazine click...
What is core shift and why is it detrimental?

What is core shift and why is it detrimental?

How a clever concept remedied misalignment in competition engine blocks – By Archie Bosman: No other engine deficiency would have irritated racers, particularly professional drag racers of the last century, like core shift. A bitter source of anguish, they would describe it in a way not easily forgotten. “We used mostly Hemi blocks,” commented “Mongoose” McEwen. “Often we would test fifteen-to-twenty blocks before finding one with consistent cylinder wall thickness. Keith Black had a method of measuring them, which typically demonstrated core-shift variations from around 0.090in or 0.100in to 0.040in. Consequently, if we raced those engines, the severity of the internal pressures usually split the cylinder walls.” As you can guess, the impediment of core shift didn’t debilitate just the racing Hemi; Funny Car racer “Wild Wilfred” Boutilier’s reject ratio with big-block Chevrolets was similar. So there they were pencil and pad in hand, slavishly enumerating cylinder wall thicknesses, one engine block at a time. The term core shift relates to the deviation of a foundry core during the casting process. That is to say, the core moves from its original position, perhaps as a result of inaccuracies in the machining process or the setting of the mold, and leads to alignment problems when the mold is closed. Mold temperatures or pressure differentials on opposing mold walls also cause deflections of the cores. Whatever the cause, the result is evidenced by undesirable variations in wall thickness, which affects the final shape and, thus, the mechanical performance of the part. The Remedy: The problem has now been resolved by substituting multiple conventional foundry segmented cores with a one-piece major core....
Eaton Detroit Spring: Leaf and coil

Eaton Detroit Spring: Leaf and coil

By Martha Maglone: This summer marks the 80th anniversary of the advent of the Eaton Detroit Spring company. Founded during the Great Depression, the company is one of the most successful in the manufacture of leaf and coil springs and related attaching parts for the auto restoration and street rod markets. “The firm was first started by my grandparents, Frank and Grace” says current President, Mike Eaton. An aftermarket division of Detroit Steel Products, the Eatons originally purchased the company for $11,000. It was a perilous time; the country’s economy was stalled and prospects uncertain. Yet it thrived and a few years later, when the original lease expired, production was moved to the corner of Michigan and Trumbull—across from the former home of the Detroit Tigers baseball team. The firm still operates from this location today, manufacturing springs and components for the classic vehicles it watched debut and mature over the decades. Significantly, Eaton Detroit Spring possesses over 24,000 OEM spring blueprints for more than 166,000 vehicle applications, covering fitment for nearly every classic, muscle car or hot rod application that comes its way. “Our blueprints give us a substantial edge in leaf spring design and manufacture over our rivals,” claims Eaton. “If you provide us accurate information and install the springs correctly, the likelihood of a problem arising is remote.” Eaton’s passion is springs and, helpfully, they’ve combined it with access to an expert design staff. Dedicated to custom applications, they are willing to assist in all spring-related inquiries.  Mike Eaton again, “Others may sell springs, we make them. That’s our specialty—just as it’s been for the past 80...
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