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...
by moore1 | Sep 22, 2017 | News |
Earlier, at the end of July, Edelbrock released information on their new Performer RPM cylinder head for Gen III Hemi engines 2003 to present. Six days ago, further news emerged regarding their latest Victor II EFI intake manifold for the same engine. The Edelbrock Performer RPM cylinder head is a bolt-on performance upgrade for 2003-Present Gen III HEMI® 5.7L, 6.1L, 6.2L and 6.4L engines. It’s designed with the Eagle intake and exhaust port location and can be used with the 5.7L Eagle and later stock intake manifold, exhaust manifolds, valve covers, rockers, spark plugs and accessories, as well as Hellcat components. These cylinder heads have been machined to be used on either the driver or passenger side of the block.This cylinder head features fully CNC-machined combustion chambers along with CNC-profiled bowls and port entries/exits for improved air flow. It also features more material in the deck and reinforced combustion chambers for increased cylinder pressures. In addition, the rocker bosses have been reinforced for improved stability and strength. Furthermore, extra material has been added around the intake and exhaust ports to facilitate additional porting in racing applications. The intake and exhaust valves have been angled away from the bore wall to accommodate the larger valves, while maintaining compatibility with OEM valvetrain components. The seat diameters have also been increased for improved heat transfer and durability. Port Volume Intake / Exhaust Exhaust Port Location To Stock Chamber Volume Valve Sizes Intake / Exhaust Valve Spring Diameter Max Lift 202cc / 75cc 5.7L Eagle & Later 73cc 2.165″ / 1.650″ 1.066″ / 1.300″ 0.630″ Universal EFI Sump Fuel Kit Details: Designed for...
by moore1 | Sep 22, 2017 | News |
Complete conversions for older cars & trucks. In June of 2017, the Grand Rapids, Michigan-based supercharger company TorqStorm introduced a new carb hat that showed significant upgrades both in air flow and aesthetics. Then in July, they lurched forward with a new Blow-off valve providing better air control by virtue of its larger size. Now attention is diverted to the September debut of their new twin and single supercharger kits for GM LS transplants. Although they’ve blazed the trail for high quality, inexpensive superchargers with a winning limited lifetime warranty, this is the first time they’ve committed to offering kits with a full range of belt-driven accessories. Unorthodox? Well, perhaps more than this, for they believe they are the first to do it. The twin kit supports 1,000-plus horsepower while the single sustains 700 plus. Both can be adapted for use with electronic fuel injection or carburetion. But this is only the start. Though the new designs are aimed at LS-powered hot rods, the game-changer for TorqStorm has been an increased attention to greater completeness. Whether supplied as twin or single, the kits include a Sanden air conditioning compressor, Turn One power steering pump, and Powermaster alternator—the first such integrated kits furnished in the company’s history. Indeed, to the best of our knowledge, the first by any supercharger manufacturer to integrate belt-driven components. In addition, TorqStorm provides two serpentine belts, an eight-rib to drive the supercharger and a six-rib to impel the accessories; all necessary pulleys, including a tool steel hub for the crank pulley; two self-adjusting tensioners, a blow-off valve; an air filter plus all the...
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