by moore1 | Oct 31, 2017 | Engine Builds, News, Racing Matters, Top Stories |
By Alfie Bilk: Jon Kaase has won this year’s Amsoil Engine Masters Challenge Vintage class with a 473ci 1958 MEL (Mercury-Edsel-Lincoln) engine. Exploring the classic turf in distinctive fashion, it was not the first time Kaase had arrived with an unorthodox relic endowed with bewildering technology. Held annually in early October at the University of Northwestern Ohio, his entry produced 770hp with torque never less than 630lb-ft during the entire scored rpm range of 3,700-6,200rpm. The engine’s peak torque was recorded at 715lb-ft. Earning a check in the sum of $13,700, it was Kaase’s seventh victory at the prestigious affair, which coincided a few days before his sixty-fifth birthday. This year’s Vintage rules specified factory cast iron cylinder heads and prohibited welding or the application of epoxy to the ports. Also, it was stipulated that the engine block must retain its original bore spacing and original block deck angle. A further constraint for Kaase was the fact that he had to return the MEL block to its owner, Royce Brechler, in a functioning condition. The origins that preceded the workings of a bright mind MEL engines had wedge-shaped combustion chambers formed between a flat cylinder head surface and an angle-milled block deck angle that was ten degrees off square with the bore axis. The piston crown determined the compression ratio and combustion chamber shape—a concept similar to Chevrolet’s 409, a design also introduced originally in 1958. Yet to each cylinder head deck, Kaase added four slugs of round bronze bar stock by counter-boring the heads to accept them. Measuring 4.600in diameter and 1.250in tall and protruding downwards, each set...
by moore1 | Sep 27, 2017 | News |
Wilwood has released four new brake kits for the OE-style Pinto / Mustang II spindles and Wilwood’s replacement ProSpindle for Mustang II style suspensions. These kits offer Wilwood’s high-tech styling and proven big brake performance. They also include an all-new hub configured specifically for 5 x 5.00in stud pattern wheels. Kits feature 12.19in diameter x 0.81 inch-thick vented rotors in either the HP smooth face or SRP drilled and slotted style. Choices of four piston FDLI or six piston DP6 calipers are available in 24 colors, including their signature gloss black and competition red, to personalize any custom street, strip, or show-quality hot rod project. MSRP starts at $1,203.99. For more information, contact Wilwood Engineering at info@wilwood.com WILWOOD ENGINEERING VOLUNTARILY RECALLS SELECT MASTER CYLINDERS IMPORTANT SAFETY RECALL Wilwood Engineering, Inc. of Camarillo, California has notified NHTSA of a defect in certain 7/8in bore Tandem Master Cylinders (with integral reservoir) and its intent to voluntarily rebuild or repair the affected parts. Wilwood® customers have been notified of this recall starting mid-July. The voluntary recall is limited to the following part numbers: 260-9439 260-12900 261-13271 (with proportioning valve) 261-13272 (with proportioning valve) These aftermarket master cylinders and kits are offered in different finishes indicated by a suffix (plain, black (“BK”) and ball burnished (“P”). The part numbers above were distributed by Wilwood between 2 January 2006 and 31 October 2016. It is critical that affected customers contact Wilwood if they are using recalled 7/8in bore Tandem Master Cylinders (with integral reservoir) or know of someone who may have one of the recalled parts. Consumer Contact: Wilwood Customer...
by moore1 | Sep 27, 2017 | News |
By Vic Moore: Revisiting vivid images from the past is natural as we grow older. The chance to relish again those illustrations from earlier times is tempting; their spectacular visual portraits from boyhood remind us of their ancient marketing triumphs. It’s a study in automotive imagery and elegant luxury. Their commercial prominence of the day reflects the culture they promoted, which highlights vast differences compared with today—particularly in their apparel. Recently, I visited our local home center on one of those hot end-of-summer afternoons. I’d been toiling in the heat for hours and as I advanced toward the entrance suddenly became aware of my disheveled appearance. Though mildly ashamed, I continued into the air conditioned sanctuary and… no one noticed, for we all looked the same. Wonder if standards are slipping! In their heyday of the 50s and 60s artists captured the imagination of the public with wonderful illustrations in many print publications. To preview or purchase any of these nostalgic images. Visit Plan59....
by moore1 | Sep 26, 2017 | News |
Legendary names in the sport of drag racing will take center stage during the 26th annual California Hot Rod Reunion® presented by Automobile Club of Southern California on Oct. 20-22 to Auto Club Famoso Raceway in Bakersfield, Calif. The legends including Bakersfield native Grand Marshal Rick Stewart who will be feted for his decade’s long involvement with NHRA at the star studded Hot Rod Reunion Honoree Reception at the DoubleTree Hotel in Bakersfield on Friday at 7:30 p.m., admission to the reception is free. Also recognized during the event will be Pete Eastwood, Bill Holland, Bob Lambeck, Bob Panella, Sr., and Jimmy Scott. They will all also be recognized during the honoree presentation on the track Saturday evening. The action-packed weekend provides drag racing fans with nostalgia quarter-mile nitro racing and a full display of California hot rod culture. The event also serves as the final race of the 2017 NHRA Hot Rod Heritage Drag Racing Series season. Racers in Nostalgia Top Fuel and Funny Car will be vying for a win at one of the most unique tracks in the country. Saturday evening will also feature the famous Cacklefest® which originated with the 2000 California Hot Rod Reunion and will continue to feature the crowd-pleasing push starts and display of dozens of nitro-burning machines of the past. For this season the Cacklefest® will return to a format familiar to the fans and participants. Adding to the excitement, the California event will include the popular exhibition push starts throughout each day that were part of previous events. The California Hot Rod Reunion will also host the Nostalgia Silent...
by moore1 | Sep 26, 2017 | News, Racing Matters |
Contagious qualities embedded at its center – By Freddie Heaney: TorqStorm unveiled their new Slant-6 supercharger kit at this year’s Mopar Nationals held at National Trail Raceway in Columbus, Ohio, 11-13 August 2017. To its followers, the Chrysler Slant-six is an icon. From the moment the concept settles in the mind, it seems to mark the beginning of a curious adventure; an innovation now almost sixty years old, its appeal endures. Created in 1959 in cast iron with 170cu in displacement and soon after 225ci, its characteristic cylinder block installed at thirty-degrees from vertical extols the virtues of lower center of gravity and diminished hood height. Nor was its production a brief excursion for Chrysler. Offered in various configurations, it served in cars until 1983, in trucks until ’87 and in marine and agricultural applications as well as for industrial use until ’91. Its presence was further distinguished by the production of replacement engines until the year 2000. Initially conceived to fit under the stylish low-line Valiant hood, its familiar semi-recumbent visual consistency not only lowered hood lines but also exploited engine bay space. Most notably, it enabled the water pump to be mounted with a lateral offset, reducing the six-cylinder engine’s length. Efficient exhaust and particularly the intake manifold with its long nearly-equal-length wide radii runners produced uniform air-fuel distribution. But now Torqstorm has pioneered a supercharger, further raising its charm and technical prowess. From a boosted capacity of 6psi to around 12psi—and perhaps more, the TorqStorm could increase the Slant-six’s power output to 700hp. TorqStorm’s Chris Beardsley says, “The Slant-6 probably won’t see that, but if you use...
by moore1 | Sep 26, 2017 | News, Racing Matters, Valve Train |
Do not stray beyond the confines of the hard rim – By Titus Bloom: Two months ago, I confronted an industry friend, Jack McInnis, about Erson, asking about their progress. He told me they always seem busy. How so I wondered. They don’t rely much on publicizing their efforts. It’s managed by Russ Yoder, he told me. A former race engine builder, Yoder facilitated a useful custom cam grinding service that rapidly blossomed. This, incidentally, is in addition to their shelf-stock performance cams enterprise. But nothing blossoms rapidly without a competitive edge. What spurred development and growth in their custom cam sector; how was this accomplished? Raw, un-ground camshafts have a case-hardened rim on each lobe that penetrates this working surface by 0.200in to 0.250in. When finish-ground, the case-hardened surfaces must achieve a minimum depth of 0.100in. If less, the lobe will be impaired and likely fail. But the camshaft grinder has around 0.150in to work with, so where’s the problem? Even if the cam was originally designed with, say, a 106-degree lobe separation angle (LSA) but then altered to 105 degrees wouldn’t it still retain sufficient case hardening around its perimeter? To determine valve timing, camshaft lobes—intake or exhaust or both–can be advanced or retarded, which is frequently the case as race engineers seek an advantage. Consequently, whatever the lobe placement, they have to be accommodated within the real estate available—that is, within the case-hardened rim. If trouble strikes how is it noticeable and how soon? It’s noticeable after a few runs. The first tangible evidence is excessive valve lash. Commonly, a lobe ramp will yield to...
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