What does it take to improve a racing clutch? Two important developments

By Ben Mozart – Columbia, SC: If you made an effort to expose the two principal weaknesses in drag racing clutches, you might start with the frictional deficiencies around the clutch finger pivots and the tendency of the six stand bolts to splay outward under centrifugal forces at high engine speeds. To address the frictional deficiencies, Ram Clutches introduced a copper-alloy bushing placed between the clutch fingers and the clutch pivot pins, eliminating friction and resistance between the two components. Pat Norcia, the firm’s technical director, claims, “These new bushings contribute lubricity to the mechanisms–they make disengagement smoother. They also add longevity to the levers, the pins, and the bushings by eliminating binding and galling.” The splaying of the stands was first detected in slight bolt-hole elongation in the aluminum flywheels. Ram remedied this affliction by switching the stand adjusting mechanisms from the foot area, near the flywheel, to a position closer to the cover assembly. “The result,” commented Norcia, “has been worthwhile: the bolt holes now remain perfectly round in the flywheel and the cover assemblies slip easily over the bolts each time the clutch is dismantled.” For further information on these new racing billet clutches and also their road-going derivatives contact: RAM Clutches 201 Business Park Blvd. Columbia, SC 29203 E-mail info@RamClutches.com Telephone (803) 788-6034 Visit: www.ramclutches.com       Burton Auxier Comments on Ram Clutches West Virginia’s remarkable Burton Auxier has competed in NHRA Pro Modified for several years, winning the Get Screened America Pro Mod championship in 2009. In 2010 he captured the ADRL Battle of the Belts title in Pro Nitrous, and in August 2011 recorded the fastest...

Amazingly simple new way to change wheels

Written by Moore Good Ink Cumming, Georgia: The Original Wheel Guide empowers you to change alloy road wheels fast. Instead of straining yourself or getting down on your knees or sitting on the ground balancing a wheel between your feet, simply insert the Original Wheel Guide through a stud hole in the wheel and slide it onto its mount in seconds. No sweat! To accommodate the four most popular wheel stud sizes, Original Wheel Guides are available in 7/16in or 1/2in or 12mm or 14mm. A complete kit of wheel guides featuring all four sizes is also available. Made from thin-wall stainless steel tubes that accommodate either flat-bottom or acorn/conical-style lug nuts, these new patent-pending Original Wheel Guides are priced at $29.95 each or $114.95 for the kit of four (plus shipping). For printable catalog fact sheet click here. For further information contact: Byron Tool Company, LLC Cumming, Georgia Telephone (678) 744-7253 E-mail: WheelGuideSales@gmail.com Visit the Original Wheel Guide website at:...

THREE IRREFUTABLE POWER GAINS FROM KAASE’S NEW P38 CYLINDER HEADS FOR 302 & 351 SB FORDS

Written by Moore Good Ink Winder, Georgia: The principal power gains in Jon Kaase’s new P38 cylinder heads for Ford 302 (5 liter) and 351 small-block engines are derived from canted, larger diameter inlet and exhaust valves; improved port velocities; and deeper bowls with sweeping short turns in the intake and exhaust tracts. To accommodate the original equipment intake manifolds and exhaust headers, Kaase’s P38 aluminum cylinder heads retain the outer appearance of the original Windsor heads. But the inner surfaces reveal modern-style combustion chambers and much more. To increase air flow to the cylinders, Kaase’s P38 concept features reworked ports and canted valves, their angles altered to 8 x 4.5 degrees and 10 x 4 degrees inlet and exhaust respectively. By canting the valves in this way they open toward the center of the cylinder and the gases are less encumbered by the shrouding effect of the cylinder wall. The intake valves are increased in diameter to 2.100in and the exhaust to 1.600in. On pump fuel and barely 9:1 compression ratio, the 302 engine with Kaase P38 cylinder heads, a modest camshaft, and an Edelbrock Junior intake easily generates 500hp @ 7,500rpm. The P38 operates with slightly altered intake valve pockets on the piston crowns, narrow stud-style rockers, appropriate guide plates, and different valve covers. Optional mounting holes for larger diameter headers are provided as standard. For printable catalog fact sheet click here. For further information contact: Jon Kaase Racing Engines, Inc. 735 West Winder Ind. Parkway Winder, GA 30680 Telephone (770) 307-0241 E-mail: JonKaaseRacing@gmail.com Website at:...

THREE IRREFUTABLE POWER GAINS FROM KAASE’S NEW P38 CYLINDER HEADS FOR 302 & 351 SB FORDS

Written by Moore Good Ink Winder, Georgia: The principal power gains in Jon Kaase’s new P38 cylinder heads for Ford 302 (5 liter) and 351 small-block engines are derived from canted, larger diameter inlet and exhaust valves; improved port velocities; and deeper bowls with sweeping short turns in the intake and exhaust tracts. To accommodate the original equipment intake manifolds and exhaust headers, Kaase’s P38 aluminum cylinder heads retain the outer appearance of the original Windsor heads. But the inner surfaces reveal modern-style combustion chambers and much more. To increase air flow to the cylinders, Kaase’s P38 concept features reworked ports and canted valves, their angles altered to 8 x 4.5 degrees and 10 x 4 degrees inlet and exhaust respectively. By canting the valves in this way they open toward the center of the cylinder and the gases are less encumbered by the shrouding effect of the cylinder wall. The intake valves are increased in diameter to 2.100in and the exhaust to 1.600in. On pump fuel and barely 9:1 compression ratio, the 302 engine with Kaase P38 cylinder heads, a modest camshaft, and an Edelbrock Junior intake easily generates 500hp @ 7,500rpm. The P38 operates with slightly altered intake valve pockets on the piston crowns, narrow stud-style rockers, appropriate guide plates, and different valve covers. Optional mounting holes for larger diameter headers are provided as standard. For printable catalog fact sheet click here. For further information contact: Jon Kaase Racing Engines, Inc. 735 West Winder Ind. Parkway Winder, GA 30680 Telephone (770) 307-0241 E-mail: JonKaaseRacing@gmail.com Website at:...

TWO NEW B&B TWIN-SUMP OIL PANS FOR FOX BODY MUSTANGS 289-347 & 351-410 WINDSOR

Written by Moore Good Ink Lakewood, NJ: The four greatest hazards for a standard wet sump oil pan are high engine speeds, large engine displacements, small crankcases, and long strokes. For 37 years Joe Stefanacci, head of B&B by Stefs, has kept his eyes riveted on engine developments, oiling systems, and oil pans in particular. Recently B&B announced their latest twin-sump oil pans for Fox-body Mustangs with 289-347 and 351-410 Windsor OEM engines. A manufacturer of Sportsman oil pans since 1998, B&B offers these new 7-quart models each with an appropriate oil pick-up (TIG-welded) and the necessary 12-point fasteners. The pans, which are supplied with crank scraper, windage screen, two magnetic drain bungs and a port for a threaded dip stick (1/4in NPT), boast two deep sumps (9in rear and 6.5in front) and provide stroke clearances of up to 3.550in (289-347 engines) and 4.250in (351-410 engines). “In a high-revving engine,” says Stefanacci, “the main oil sump with the pick-up needs to be shielded from the rotating crank assembly. If not, the pulses from the pistons going up and down and the turbulence from the rotating crank assembly tend to pump the oil up and down, making it foam and blowing it away from the pickup. These are the dangers we’ve addressed with these new B&B oil pans.” Assigned part numbers 91605 and 91610 respectively, these jig-welded shelf-stock oil pans are produced in .055in steel, finished in a high luster black coat, and priced at $434.56. Each oil pan is installed on an engine block for inspection and leak-tested before dispatch. For printable catalog fact sheet click here. For more...