by moore1 | Jun 28, 2016 | Published Stories |
A supercharger with a low-boost fix and how it was almost never made. Published in the July issue of Power and Performance News In their delivery of instantaneous power, superchargers flourish when compared to turbochargers. They suffer no turbo lag. Beyond this there is now a street-performance centrifugal supercharger that combines this asset with a further dazzlingly effective characteristic. Commonly, the boost range of traditional centrifugal superchargers is initiated between 3,000 to 5,200 rpm. But Grand Rapids, Michigan specialists, TorqStorm, has taken a further leap forward by inducing boosted power at around 1,850rpm—and it continues to generate it all the way to 6,500 rpm. This masterwork is accomplished mostly by clever …Click here to read the full story. ...
by moore1 | Jun 17, 2016 | Published Stories |
Jon Kaase settles one of the most fiercely debated topics of all time with the ultimate dyno test. Written by Stephen Kim. Photos by Vic Moore. Published in the August issue of Car Craft, August 2016. Click here to read the full...
by moore1 | Jun 6, 2016 | Published Stories |
Currently, there is no premium supercharger that has evolved more than the TorqStorm. Of its sporting credentials, its greatest attribute probably lies in low-end torque. In this area, it has taken its most substantial leap forward. You don’t actually need more than 1850rpm on the clock before it will summon up much of the torque it possesses and it will continue to generate it all the way to 6500rpm. Read the full story courtesy of Australia’s Street Commodores...
by moore1 | Jun 6, 2016 | MGI News Briefs |
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by moore1 | Jun 3, 2016 | Published Stories |
Breakthrough Button Designs for Pro Mod, Big Turbos and Top Ring Placement Advice. A Denver racing piston specialist has just announced unique piston pin retention buttons. Its latest design for pro Mod and big turbo racing engines incorporates a radial locking feature. The advent of the piston button and its subsequent popularity came about because of the convenience it offers. Changing pistons with buttons not only reduces the time taken to replace pistons at the race track, but it also ends the frustration of fiddling about with round wire locks or double spiral versions. “Some years ago, when we were developing the original concept,” says Gibtec Piston’s Robbie Giebas, “the button seemed to offer a further advantage…Read the full story courtesy of Drag Racer...
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