New alternator mounting brackets: SBC and BBC

By Ben Mozart, January 28, 2015 Two new alternator mounting brackets for Chevrolet small and big blocks KRC has released two new alternator mounting brackets: one places the alternator on the left side of the small-block Chevrolet, while the other is a reversible style that allows the alternator to be mounted either on the left or right hand side of the big-block Chevrolet. In both applications, the alternator is driven by the water pump and the brackets accommodate the small Powermaster 138mm Denso alternator. Much to the delight of the asphalt short-track racer the new small-block bracket moves 5lbs to 6lbs of alternator mass to the more favorable left side of the race car. KRC believes it to be the first of its kind. Supplied with bolts and spacers and assigned part number KRC40565000, this new bracket is perfect for pavement crate-engine race cars. It costs $113.26. The other bracket is a reversible style that positions the alternator on either the left or the right of the big-block Chevrolet engine. Instigated by requests from Northeast big-block racers, this bracket is also furnished with bolts and spacers, is assigned part number KRC40575000 and costs $93.08. Source: KRC Power Kennesaw, Georgia (800) 451-1074...
Nitrous: the race tuner’s biggest challenge

Nitrous: the race tuner’s biggest challenge

By Fergus Ogilvy, February 4, 2015 Starting a competition piston company in the second decade of this century could be a bleak proposition. Finding new customers isn’t easy. Engine builders have a stubborn tendency to remain faithful to their existing suppliers, unless something goes awry. You could play the game grimly and die of ulcers or you could play it with a light heart and dedication and perhaps survive without losing sleep. Gibtec Pistons, the Denver-based operation did exactly this. But they had one other valuable resource to rely upon: decades of experience at the competitive edge, including several ten-year development programs with NHRA Pro Stock teams But when asked where they see the biggest challenges in race engine tuning, company founder, Robbie Giebas, responds with one word: Nitrous!  Why so? “Well, the top tuners will tell you nitrous engines have never been completely mastered—there’s still an element of mystery about them. Nitrous oxide induction requires a totally different approach, and it’s a volatile science; if the tune-up is off a little, parts need replacing. “Unlike the turbo or blower guys, who might get fifty or sixty runs from their pistons, when those nitrous guys are really pushing hard they’re replacing rings every three or four runs—it resembles the Top Fuel class in many ways. If they ease off a little on the tune-up they’ll become uncompetitive. And when the racing gets close, they’ll routinely dismantle the engine after every pass. Leak-down tests, ring end-gap checks, raised ring lands, pinched rings these are constant topics in their world.” What provokes a raised ring land or a pinched ring? “Race...