Two new upgraded clutch assemblies for 2014 model ZL1 Camaro

By Sam Logan For smooth drivability, use organic disc series for up to 800hp For higher power, use metallic disc series (1,000 to 1,100hp) For racing purposes use metallic series for 750hp and over Columbia, SC: To transmit aftermarket power adder increases applied to the 2014 model ZL1 Camaro, RAM has announced two new 10.5in dual-disc upgraded clutch–flywheel systems.  Direct replacements for the original equipment 10in dual-disc clutch and dual-mass flywheel arrangement, Ram’s new systems are distinguished by their greater clamping power, lighter weight, and special friction materials: 300 series and 900 series. The 300 series is described as an organic friction type that with light pedal pressure transmits up to 800hp under normal circumstances; that is conventional tire compounds, gearing, and weight. On the other hand, the 900 series is characterized by its metallic friction materials that transmit up to 1,000 to 1,100hp. Residing in the hub of the outer clutch disc, urethane encapsulated springs resist four times the compression rate of uncoated springs. To sustain greater torque loadings, Ram’s cover assembly, which is equipped with a nodular iron pressure ring, develops clamping pressures of 2,400psi. Also worth noting, a special billet aluminum flywheel is provided with dimensions that properly position the clutch discs on the OE transmission input splines. Better still, this new flywheel-clutch assembly (PN 80-2112) weighs 50lbs compared with the rather hefty original at 65.5lb.  For further information contact: RAM Automotive Company 201 Business Park Blvd. Columbia, SC 29203 Telephone (803) 788-6034 or visit:...

ChumpCar endurance racing

By Martha Maglone. Images by Moore Good Ink. Dawsonville GA: This past weekend, November 2-3, forty-one ChumpCar teams arrived at the new two-mile AMP (Atlanta Motorsports Park) race track for fourteen hours of endurance racing: seven hours each day, 9am till 4pm. Not including the required safety equipment, roll-cage, racing seat, racing harness, etc—ChumpCars must be valued at less than $500. This is the value assessed by the general market, not the amount paid for the car. Vehicles valued in excess of $500 are handicapped and as a consequence compete over a longer distance. Five Borg Warner engineers from Asheville, NC, driving a 1984 Mazda RX7 finished in 22nd place and confirmed the event cost them $400 each, including all their traveling and racing expenses. Not bad for fourteen hours of racing!   ChumpCar races range in duration from 7 hours to 36 hours and teams are compelled to operate with a minimum of three drivers. Each driver is limited to two consecutive hours of racing. Driver’s can, however, exceed one stint, provided a one-hour break exists between each stint. In addition, all registered drivers must complete a minimum of one hour behind the wheel. Pit stop durations have a five-minute minimum requirement.  An intriguing endurance concept, ChumpCar has many elements to its credit, not least competitive long-distance racing, an abundance of seat time for the drivers, premier race tracks on which to compete, full entry lists, and enthusiastic parts suppliers rubbing their hands safe in the knowledge that long-distance racing means vibrant parts sales. During the last twelve minutes of racing, the two BMWs that had led the field and battled for...

Little M 305: Dart introduces new engine block

By Ben Mozart Late last week Richard Maskin revealed that Dart Machinery is releasing a new engine block, the Little M 305. Refreshingly, this is a direct replacement for the now obsolete 5-liter power units so prevalent in Chevrolet cars and pickup trucks from the mid-nineteen seventies to the mid-nineties. Camaro models employed the 305 from 1976 to ’92; it was even installed in the 1980 Corvette not to mention its popularity in boat propulsion. But curiously, the 305’s resurrection was initiated from a much more improbable place: the amphitheater of the Sprint car arena. In recent years, French Grimes, head of Virginia’s RACESAVER organization, shook the Sprint car establishment by transforming the struggling 305 class from disarray to order. In fact Grimes, a master organizer, has emerged with almost 1,000 race cars competing in what has become one of this country’s most successful racing series. But RACESAVER’s remarkable growth forced the obsolescent 305 engine blocks virtually out of existence—until the dynamics of Dart intervened. Standard bore 3.720in Maximum bore 3.800in Complete water flow around all cylinders Small-bore full water-jacket block with all the sensible features of the acclaimed Little M Lifeline for 1,000 Sprint car campaigners: RACESAVER ® relishes prospects Troy MI: Dart Machinery has unveiled a new 5-liter engine block. It is known as the Little M 305 and its arrival is hotly anticipated as its predecessor neared extinction. Created as a direct-replacement for GM’s 305 small-block, which was used extensively in Muscle cars, passenger cars, pickup trucks and boats from the mid-1970s to the mid-1990s, Dart’s most immediate need is to satisfy the demands of RACESAVER...

New shaft-mounted rockers emerge for Kaase P-51 big-block Ford

By Freddie Heaney Images from Moore Good Ink Last Friday, one week ago, Jon Kaase’s 4-valve 409cu in Mod motor triumphed in the Engine Master’s Challenge in Lima, Ohio. On Saturday, in Cleveland, Ohio, he visited his 91-year-old father who advised him that the college in which he taught dentistry had closed, that he was unemployed, and that he was seeking work urgently! Three days later, on Tuesday of this week, Kaase celebrated his 61st birthday. Today we release news of his latest P-51 competition rockers. “They passed the scrutiny of their designer Wilfred Boutilier, he said, “so, they’re apt to be good.”    Winder GA: At first glance, Jon Kaase’s new shaft–mounted rocker arrangement for his P-51 big-block Ford cylinder heads conveys stability. To the competition valve train, it contributes both strength and accuracy. However, the new arrangement possesses many more appealing prospects, some of which are concealed. For example, the 0.900in wide aluminum rocker bodies are characterized partly by their 1.650in pivotal length, but mostly by their twin needle bearings. The disadvantage of using a long, single needle bearing with canted valves is that, under high spring loads, the forces tend to skew the needles. As a consequence it drives them into the end of the bearing case and failure soon follows. Beacon of ingenuity As usual, a stroke of genius intervened. Two short needle bearings were introduced: one 1/2in wide (installed on the trunnion’s loaded side), the other 3/8in. This layout provides a space of 0.025in between the bearings which is used to deliver lubricating oil via a hole in the top of the rocker—a feature...

From F1fanatic.co.uk

The biggest technical controversy of last season (2006) was the banning of Renault’s ‘tuned mass damper’ suspension system. It put Renault’s championship defence in jeopardy and seriously questioned the impartiality of the FIA. Many in the paddock suggested the governing body were trying to engineer a final championship victory for the retiring Michael Schumacher. In a strange situation the FIA and their own stewards were at odds with each other over the system’s legality – which did little to persuade anyone that the banning of the system was fair. Renault began developing its mass damper late in 2005 and was used on the R25 in the last races of the season. The system essentially consisted of a sprung weight enclosed within the car to dampen the pitching as it rode over bumps. Originally it was only used at the front of the car. As is common practice with new technologies, Renault supplied the FIA with details of the system. The governing body agreed it was safe and legal to use. Renault’s 2006 challenger, the R26, was designed with the system in mind from its conception. For 2006 the mass dampers would also be fitted to the rear of the car. The dampers proved particularly beneficial on the Michelin-shod cars. Inevitably, other teams got wind of what Renault were doing and built their own copies. But none were able to find as much of a benefit from the system as Renault were. At this point the politicking began. Renault made a strong start to 2006 and other teams questioned the legality of the dampers. The matter came before the stewards...