TorqStorm to pay 50 percent entry fees to racers competing in NMCA/NMRA drag race event – Aug 27-30, 2020.

TorqStorm to pay 50 percent entry fees to racers competing in NMCA/NMRA drag race event – Aug 27-30, 2020.

TorqStorm Superchargers heads to US131 Motorsports Park, Martin, Michigan, for the 19th Annual NMRA/NMCA Nationals scheduled for the last weekend of August 2020. For those wishing to compete with their TorqStorm superchargers, the benefits are as follows: Four-day registration (normally $175) reduced to $87.50 Three-day registration (normally $140) reduced to $70            Two-day (normally $100) reduced to $50 This TorqStorm initiative reduces entry fees by 50 percent for racers who run a TorqStorm supercharger in any class at this race. To receive the discount use the code: “torq” when registering online: Click to Register here. A popular drag racing venue founded in 1962 and now featuring a renovated track, the US131 Motorsports Park lies thirty miles due south of Grand Rapids. True Street is an NMCA racing class sponsored by TorqStorm Superchargers for mildly to wildly modified high-performance street vehicles that are street-certified and capable of driving a 30-mile distance on public roads. All model years and engine types and power adders are permitted. The True Street class requires vehicles to be registered, licensed, and insured. TorqStorm SuperchargersTorqStorm.comTelephone (616) 706-5580 or visit www.TorqStorm.com or e-mail the knowledgeable Chris Beardsley...
Demolition Derby: how a special cylinder head survives when all coolant is lost.

Demolition Derby: how a special cylinder head survives when all coolant is lost.

To those unfamiliar with the practice, Demolition Derby events provide handsome purses, especially at large fairs. At Yolo County in Northern California the promoters advertise a prize of $23,000 and rewards of $10,000 to $20,000 is often the standard at major fairs. Even more lucrative is the Topeka, Kansas, Blizzard Blast, which attracts 1,000 entries and offers $30,000 in prize money. Rewards at smaller county fairs, vary between $2,500 and $5,000, which appeals to a Derby class known as Limited Weld. But for the more seriously minded—those competing in the Modified and Pro Modified classes—car preparation consumes 120 to 150 hours of mostly reinforcing work. To assume that successful Derby contestants casually select their vehicles from junk yards, sally forth to the next event and conquer is an illusion.  Derby cars perform in an open pit, each one with an objective to be the last vehicle moving, disabling all others in the process. With vehicles built like tanks, some weighing 6,000 to 8,000lbs, it’s no surprise their engines need adequate low-end torque not only to move defiantly but also to generate sufficient bulldozing force to disable the others. Engines: Derby engines, unlike conventional competition power units, are obliged to survive without coolant because cooling systems are inevitably destroyed in the heat of battle–conditions so severe they devastate normal cylinder heads. “First and foremost”, says Indiana engine builder Lance Stillwell, “those engines need durability; they must have resilience to stand a chance of winning.” Stillwell’s Terra Haute operation serves a diverse racing market, including a dozen Derby contestants. To maintain valve train stability, they use specific camshaft contours to generate...
Special Sunday Race Award: TorqStorm donates supercharger to NMCA True Street participant with best package.

Special Sunday Race Award: TorqStorm donates supercharger to NMCA True Street participant with best package.

The racer with the best package during the first round of Sunday’s Aug 30 True Street event at US131 Motorsports Park wins a TorqStorm single system centrifugal supercharger valued at $2,800. Best package refers to the driver’s reaction time and deviation from dial-in during the first round. It’s the difference of the reaction time and dial-in when added together. For example, if a contestant dials a 12:00sec and runs 12:01sec and cuts a 0.05sec light, the package is 0.06. To provide all contestants the chance of winning, this campaign is scheduled for the first round. Activating a red light or committing a break-out signifies automatic disqualification. Choice of supercharger applies to any TorqStorm production model, which can be transferred to another person (sold or gifted) as desired. For race registration click here. And to learn how to receive a 50% reduction in race entry fees click here.  TorqStorm’s small-block Mopar kit on left and first generation Pontiac on right. TorqStorm single supercharger systems represent the simplicity of adding power to most domestic V8 engines, delivering 750-plus hp with supporting modifications. Also, the systems offer easy installations, working around most factory crank-driven accessories and facilitating low hood clearances. Contributing substantial power output and longevity, these single systems are compatible with most engine compartment designs, including those where space is at a premium. All TorqStorm supercharger systems feature a limited lifetime warranty. Made in their Michigan facility, the designs incorporate billet supercharger cases, billet compressor wheels, and ¾-inch aluminum mounting brackets. In addition, they provide a self-contained oiling arrangement with 10,000-mile service intervals and proprietary ceramic ball bearings incorporated with a...
Injector sizing and boost-referencing the fuel injected engine for centrifugal supercharging.

Injector sizing and boost-referencing the fuel injected engine for centrifugal supercharging.

By Sam Logan: If larger injectors are installed—that is, injectors with a greater flow rate—an engine tuning shop is usually required to re-tune the map—the fuel curve—to achieve the correct air-fuel ratio. To acquire a safer tune in a supercharged engine, where cylinder heat increases with boost, tuning shops will often adjust the air-fuel ratio to 12.0:1 at full throttle as opposed to around 12.8:1 on a naturally aspirated engine. In cruising conditions, air-fuel ratios will remain at 14.7:1 The size of the injector limits the amount of horsepower generated, and calculations are used to decide the appropriate injector for desired maximum rpm and horsepower. They are calculated in pounds-per-hour of fuel dispersed. For example, 25lbs-per-hr is sufficient to support 350hp; 45lbs-per-hr is sufficient for 500hp and so on. Here is a table with more particulars: FLOW RATE DEFINITION, CALCULATING HORSEPOWER RANGE. Horsepower is measured at crankshaft. Injector Flow RateNaturally Aspirated EngineEngine w/ Power Adder19 lbs./hr.225-290 hp185-240 hp24 lbs./hr.280-360 hp240-300 hp30 lbs./hr.350-450 hp300-375 hp36 lbs./hr.425-540 hp350-450 hp42 lbs./hr.500-625 hp410-525 hp46 lbs./hr.540-690 hp450-575 hp52 lbs./hr.610-775 hp510-650 hp60 lbs./hr710-900 hp590-750 hp Supporting a supercharged engine with sufficient fuel is a moving target—there are numerous factors to consider, even the model year of the same engine and vehicle brand. The route is determined by the amount of supercharge boost and the capacity of the fuel pump along with the flow capability of the fuel injectors. Avoid confusion: Injector flow capability is measured in lbs/hr—not psi. Supercharging with boost referencing or booster pump or larger fuel injectors: The reason for introducing more fuel pressure is as follows: for every pound per square inch...
Superchargers and carbureted fuel system upgrades.

Superchargers and carbureted fuel system upgrades.

By V. Moore: Idle and cruise conditions don’t alter fuel consumption appreciably, but supercharge boost conditions do. Therefore, it’s sensible and probably necessary to increase fuel pressure relative to boost pressure, upgrading to a larger capacity electric fuel pump and bypass fuel pressure regulator. Bypass fuel systems using a return-style regulator are the most efficient kind. They control fuel pressure constantly to the engine and return the surplus to the tank. The system is more responsive to fluctuating fuel demands, and as the fuel circulates from hot engine bays, it averts power losses and stalling from vapor locks. The advantage of the in-tank fuel pump is durability because it is submerged in cool fuel. Also, it is much easier to push fuel than to pull fuel. The disadvantage of the in-tank fuel pump, especially with high performance vehicles, is that if the fuel level in the tank is low, the fuel becomes warm because the pump is warm and the desired cooling effect is lost. Best practice is not to allow fuel level to fall below half tank or avoid driving with low fuel. The formula for upgrading a fuel system. The formula for determining a fuel system’s capability is based on a vehicle’s horsepower output. Typically, an engine consumes ½lb of fuel per horsepower per hour. Therefore, feeding 500hp requires 250lbs of fuel per hour. As 1 gallon of fuel weighs approximately 7lbs, simply divide 250 by 7 to find the answer, which is 35.7 gallons. Thus, a fuel pump is required that generates a minimum of 40 gallons (150 liters) per hour to feed the engine at...
Boost referencing the blow-through carburetor (4150-style) and fuel pressure regulator

Boost referencing the blow-through carburetor (4150-style) and fuel pressure regulator

By V. Moore: Conventional carburetors operate at prevailing barometric pressures, from oxygen-rich sea level to oxygen-lean Denver, a mile high in Colorado. Blow-through carburetors, which work in conjunction with centrifugal superchargers and turbochargers, operate with boosted pressure. It’s a contrasting concept that accelerates the induction process. It impels higher velocity fuel flow through the main jets and robustly emulsifies the air-fuel mixture in the metering passageways, as it makes its way to the carburetor’s boost venturii. The boost venturii are carefully positioned in a choked area, an area with a reduced cross-section to increase the air speed. Increased air speed lowers the air pressure at the small discharge orifice in the booster, extracting the air-fuel mixture into the air stream on its journey to the cylinders. When boost pressure enters the fuel bowls, via the two vent tubes, its force lowers the fuel levels and quickly becomes so potent with increasing engine speed that the needle-and-seat valves cannot keep pace with demand. To keep the carburetor flowing relative to boost, the float bowls must be pressurized. As boost pressure increases, fuel flowing through the metering systems increase proportionally. Further, as the float bowls are pressurized, the fuel pump must overcome that boost pressure (as opposed to the naturally aspirated condition of pumping fuel through the needle-and-seats into float bowls that are vented to atmosphere). If 7psi of fuel pressure were employed to a normally aspirated engine and 7psi of boost applied to the float bowls, the pressure in the float bowls and the pressure from the fuel pump would be equal, causing zero fuel to flow through the needle-and-seats. So,...