Custom Pistons

Custom Pistons

Any experienced racing man knows that the components of a successful race car should be compatible—all working in concert. But this formula is never more critical than with engine builders. Professional race engine builders are profoundly aware of how engine parts affect one another and have to be developed as an efficient group. For them, the key to successful race engine building lies in maximizing a power plant’s performance by creating a combination of components that complement each other. In most cases, developing complimentary components requires modifying readily available parts or creating custom ones. Off-the-shelf engine components are often acceptable to builders seeking modest performance gains, but they are hopelessly inadequate when summoned to generate significant power. Click here to read the full article as published in Australia’s Street Ford...
Putting the Squeeze on

Putting the Squeeze on

The Importance of Compression Ratios and How to Measure Them: Since race pistons in domestic V-8 engines move up and down in excess of 100 times per second, replacing them is a normal part of a racer’s routine. NHRA Top Fuel and Funny car teams replace them after every race pass and every second qualifying pass. Pro Stock teams replace them after every 40 passes approximately, and weekend warriors replace them every 12 to 18 months, sooner if their engines are nitrous-assisted. Read the complete story as it appeared in Maximum Drive magazine’s 2015 Sept/Oct...
Testing a ProCharger bonnet against a Vortech enclosure

Testing a ProCharger bonnet against a Vortech enclosure

And How Changing Carburetor Boosters Gained Over 50HP. In Lamar Walden’s engine shop, the dynamometer hurtled around to 5,997 rpm and recorded 627.5 hp. The engine, a 38-ci small-block Chevrolet, empowered a Vortech S-Trim supercharger that generated 10 pounds of boost and directed its charge through a ProCharger bonnet and Demon Carburetion’s new 750-cfm blow-thru carburetor. Suddenly the test expanded from two contenders to four: bonnet against enclosure, down-leg boost venturii against annular. The results were startling. Read the complete story as it appeared in Drag Racer magazine’s 2013 November...
Double your disc for double your grab

Double your disc for double your grab

Here’s a for instance for you. You’re sitting in your car at a red light, your foot pressing the clutch pedal firmly against the floor. You plan to annihilate the tires on your car as soon as the light turns green. You know your car can do it; you’ve got a turbocharger, a performance tune, and a set of gears to make it all happen. As soon as the light goes green, you side-step the clutch and start your smoke show. But, something doesn’t seem right. Read Randy Bolig’s article in Mopar Muscle magazine on Ram’s performance clutch upgrade on a Dodge...
LS Power: Manna for those who understand hot rods

LS Power: Manna for those who understand hot rods

Compliments of Maximum Drive magazine. Transforming the hot rod from the pristine simplicity of a small-block Chevrolet power unit to the sophistication of the LS presented numerous complications. Nonetheless, it was this auspicious backdrop that spurred the dramatic introduction of the SPS LS kits that overcame many of the hurdles that inhibited the hot rodder. When John Tucker’s company, SPS Engines, began offering LS conversion kits for hot rods in 1999, it was a career-changing act. Now in his 67th year, if his life has a theme beyond developing innovative hot-rod kits and simplifying their installation, it is his penchant for problem solving. Read the full story here, courtesy of Maximum Drive...
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