Clever new adjustable PCV valve–the first of its kind.

Clever new adjustable PCV valve–the first of its kind.

By Ben Mozart: What would you think of a simple, effective tuning device that also cleans the crankcase of a running engine? Bear Creek, PA: M/E Wagner has invented a dual-flow adjustable PCV valve. As implied the valve features two independent, adjustable circuits—an idle and a cruise. It was pioneered to aid the evacuation of undesirable crankcase gases in a wide range of high-performance street engines and to simplify tuning. Though of little benefit to full racing engines, its effect on the larger high-performance street-engine market is unparalleled. In fact, it is the only adjustable valve for crankcase gas evacuation, functioning in engines with both stock and modified internal components. As a result it also reduces oil leaks and aids in idle air-fuel mixture tuning. Importantly, under cruising conditions its flow rate increases to accommodate additional blow-by precipitated by higher load conditions. When performance parts are added—cylinder heads, camshaft, carburetor, intake manifold—the vacuum profile of the engine is altered. The original PCV valve that once evacuated blow-by gases and acidic vapors from the crankcase can be only partially effective or may not work at all in modified engines. In contrast, Wagner’s adjustable PCV valve delivers the proper flow rate to evacuate the gases—and in the process allows fresh air into the crankcase. Astute engine builders often regard a slow idle as the hallmark of a good tune. But the original PCV valve in modified engines at idle or part throttle or light load often presents mysterious and time-consuming troubles. When a carburetor becomes non-responsive to adjustment often it’s not the fault of the carburetor at all. Excessively high idle...
Why under-drive a pulley system?

Why under-drive a pulley system?

By Martha Maglone: If under-driving a pulley system robs less power from the engine, why doesn’t Concept One do it? “We don’t under drive the pulley system,” says Concept One’s Kevin Redd, “because we are more concerned with driveability than saving a couple horsepower. When you under-drive the pulley system you slow it down and as a result you can lose performance at low rpm and at idle. Reducing the pulley speeds can also have a detrimental effect on alternator charging as well as power steering performance and cooling efficiency. For these reasons we don’t under-drive our pulley...
Cure for uncomfortably high clutch pedal on late-model street cars

Cure for uncomfortably high clutch pedal on late-model street cars

By Sam Logan: Most late-model street vehicles use an internal hydraulic clutch release bearing, sometimes called a concentric slave cylinder (CSC). Yet, unfathomably, many of them suffer from clutch engagement high on the pedal travel. For most drivers, this is not comfortable. Conveniently, Ram Clutches has introduced a pedal-height adjuster, which is situated inline between the hydraulic master cylinder and the slave cylinder. It is in effect, an accumulator in which a piston and spring are housed. When the adjustment screw is turned in to its fullest extent, the piston cannot move and the adjuster is bypassed. In fact, this is the condition in which the system should be re-bled. As the adjustment screw is turned out and the pedal depressed, the fluid flows into the adjuster and pushes the piston back. Once the cylinder is full, the remaining fluid is routed to the hydraulic bearing. This essentially introduces free-play to the pedal travel and lowers the point where the clutch engages, allowing the driver to adjust the pedal to the most comfortable driving position. A lower pedal also quickens clutch response. A bonus feature of this adjuster is its ability to control the travel distance of the release bearing. This prevents over-travel of the clutch fingers, which can lead to clutch malfunction at higher engine RPM. Applying the pedal-height adjuster’s resourcefulness to the competition clutch Also worth noting, original equipment manufacturers use pre-loaded release bearings that are in constant contact with the clutch’s diaphragm fingers while competition-style bearing makers do not. By contrast they seek maximum clutch clamping force and, therefore, require some free-play between the clutch release...
Obituary: Remembering Michael Giannone

Obituary: Remembering Michael Giannone

By Victor Moore: Michael Giannone founder and owner of the respected competition connecting rod company MGP, died on March 11 following a short period of illness. He was just 60. Born in Los Angeles, California, Michael, an enlightened and refined man was formerly part of GRP but left to form MGP in Colorado Springs in the mid-nineteen-nineties. His twenty-five year career had been devoted to pioneering designs and production of competition aluminum connecting rods and made many contributions to their development, including the ingenious concentric locking pattern. In fact, he loved what he did and thrived on presenting a solution for every problem. As many of us can testify when we saw him at the PRI show in Indianapolis in December 2014, he showed no symptoms of illness. “He looked fine,” says his nineteen-year old son, Anthony. ” When he entered hospital on February 19, they thought he had pneumonia. And for two weeks he looked and behaved like the guy we knew so well—smart and engaging—but when they investigated further they found cancer, which was so aggressive they were powerless to save him.” The cancer, which remains unidentified to the family so far, metastasized in his lungs but wasn’t lung cancer. Happily, for the family it is business as usual and Anthony, who has been working in the connecting rod factory since he was 14, has taken over the operation. “Though the events have been tragic,” he said, “I knew enough on the production side to keep the business running, so that part wasn’t such a huge hit.” Michael Giannone, who ardently navigated the seas of our choppy...
Dixon survived massive Top Fuel shunt

Dixon survived massive Top Fuel shunt

Larry Dixon’s recent spectacular crash during the NHRA Gator Nationals in Florida last month wasn’t his first encounter with a dragster falling apart. Though alarming he was fortunate his skyward wreck landed inside the track wall where it skidded to a halt and not in the unforgiving earth beyond the wall. Watch: https://www.youtube.com/watch?v=e0xVHPiKRec Images: http://markjrebilas.com/blog/?p=21971#more-21971 Dixon (48) is a formidable NHRA Top Fuel contestant. In 108 final-round appearances he won 61 (54 percent) and by the end of the 2011 season he had notched-up 637 round...
Big-Block Chevrolet: World Product’s Merlin III Adds Deck Height

Big-Block Chevrolet: World Product’s Merlin III Adds Deck Height

World Products American-made Merlin III cast-iron big block is now available with an extra .050″ of deck height. For the Chevrolet, this new feature allows greater versatility in selecting connecting rods and particularly in selecting pistons with additional compression height to keep the ring grooves and wrist pin bore isolated. The new Merlin III variant is available with a 9.850″ or 10.250″ deck height. Cylinder bores are semi-finished at 4.595″ allowing for a finish hone to suit the specific pistons and ring packages chosen by the engine builder. Cylinders can be safely bored to 4.625″ and with minor clearance the 9.850″ deck Merlin can accept up to a 4.375″ stroke crankshaft and the 10.250″ deck can accept up to a 4.750″ stroke. Nodular iron 4-bolt main caps are used with ARP fasteners for maximum strength. The Merlin III is cast from high strength iron alloy and precision machined on CNC machining centers for dimensional accuracy. World’s priority-main oiling system delivers lubrication to the critical main bearings first for reliability at high rpm. Head bolt holes are blind-tapped and do not go through into the water jackets. The valley has bosses machined for four extra head bolts to accommodate race heads which utilize this feature. The oil pan rails are machined to accept both stock pans and aftermarket race pans. World’s Merlin III big block is an ideal choice for a wide range of performance engine configurations. Part numbers for the upgraded blocks are: 081107 MERLIN III bare block,   9.850″ x 4.495″ Nodular splayed 4-bolt caps 081117 MERLIN III bare block, 10.250″ x 4.595″ Nodular splayed 4-bolt caps   Like...
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