Remedy for Jeep’s steering ailments:

Remedy for Jeep’s steering ailments:

Solutions all hot rodders should know. By Archie Bosman: Many consider type CJ Jeeps, those in production from 1976 to ’86 susceptible to internal steering column ailments, particularly the open-top models where the column could be exposed to rain, snow, dirt and dust which hastens wear. The wear is not reflected in the steering column’s ability to turn the wheels—instead it’s conspicuous by looseness in up-and-down movement and also back-and-forth within the steering column. Many Jeeps from this era feature a steering tilt mechanism. The significance of efficient steering tilt was brought to prominence by Michigan steering specialists ididit whose history began in the mid-nineteen-eighties. At that time Street Rods were the foundation of their customer base and their multi-angle steering tilt was born of necessity. The chief annoyance among hot rodders was the awkward positioning of the steering column that was installed at a near vertical angle and never conducive to comfortable driving. This inconvenience spawned a succession of multi-angle steering tilt arrangements that increased the angle of articulation of the steering wheel and corrected the impediment. But for Jeep CJ owners, over time the tilt shaft assembly, which was offered originally as an option, became sloppy at the head of the column. The arrangement incorporates two aluminum castings and two shafts, an upper and a lower, both with forked ends. The ends are positioned 90-degrees apart and the assembly is completed with a grooved metal ball that is manufactured in two halves. Of course, the advantage of having access to a replacement steering column with efficient tilt mechanism not only rectifies potential wear troubles but also allows...
The 14th annual Holley National Hot Rod Reunion®

The 14th annual Holley National Hot Rod Reunion®

The 14th annual Holley National Hot Rod Reunion® presented by AAA Insurance, is heading back to historic Beech Bend Raceway Park and beautiful Bowling Green, Kentucky, Father’s Day weekend, June 16-18.   The Reunion features:   Heacock Classic Cruise In and Fanfest (Wednesday-downtown) • Hot Heads Eliminator Nostalgia Nitro Quarter-mile Drag Racing • Axalta Show N Shine • Dynamat Legends and Honorees • Huge Swap Meet • Manufacture and Vendor Midway. Join us in thanking our 2016 sponsors, Holley Performance, AAA Insurance, Good Vibrations Motorsports, Axalta Coatings, Dynamat, Hot Heads Racing & Research, and Heacock Classic Insurance.   Spectators call: (800) 884-6472 or online: www.NHRA.com/tickets and get your tickets today! For more information, go online to: NHRAMuseum.org and click on Reunions  ...
Ever thought of stunt car driving?

Ever thought of stunt car driving?

Police, military and film directors think about it all the time. By Freddie Heaney: Bobby Ore has made an adventure out of stunt-car driving and when his stunt operation arrived at Atlanta Motorsports Park in mid-March it was a rare opportunity to meet the man. If you could rock a double-decker London bus up onto two wheels and drive it on its  side into the Guinness Book of Records you might consider it a triumph you wouldn’t forget. Though I didn’t know Bobby Ore was the driver at the time, the sight of that bus moving along on two wheels at a precarious angle remains fixed in the mind. Now, decades later, the Oklahoma-born stunt pioneer was scheduled to appear at Atlanta Motorsports Park in Dawsonville Georgia, where his company, Bobby Ore Motorsports, is currently establishing and expanding its base. “That was back in July of 1989,” said Bobby, when “fund-raising members for the Royal Marsden Hospital conceived a campaign to drive a London double-decker bus around the world. Princess Diana was the hospital’s President and they needed a stuntman to launch the bus up onto two wheels. It was a spectacle contrived to attract as much initial television exposure as possible—and it succeeded! ” Since then Ore has masterminded the art of teaching stunt-driving with bases in Sebring, Florida, Camarillo, California and now North Georgia. But why Georgia? “Well, we’ve always provided driver training to military personnel as well as law enforcement officers, but the film industry plays a significant part of our business too.” In 1996 Ore created the Motion Picture Stunt Driving School in response to...
Why Turbocharging? Simple advice for beginners

Why Turbocharging? Simple advice for beginners

By Doug Erber: In the United States, OEM’s (Original Equipment Manufacturers) are turning to turbocharging as a method of downsizing engine displacement and increasing fuel economy. At the other end of the spectrum, those in charge of developing high-performance and racing engines, are targeting it for substantial power gains. The OEM’s regard GDI (Gasoline Direct Injection) as a key enabler for utilizing turbochargers to downsize the engine displacement. With modern direct injection coupled to variable cam timing, added power output generated by turbo boost is now exploited more fully than before without risk of detonation yet with significant benefits in fuel economy when running under light load. As a result, OEMs are shrinking the displacement of the engine, leading to weight and fuel economy savings. However, when power is required, the turbo kicks in to provide the boost, adopting the feel of a larger displacement engine. Turbos for OEM applications are sized to provide the best combination of low-end torque and peak power. In the Aftermarket, turbocharging is a relatively easy way to significantly increase the power density of an engine. In simplest terms, adding more air and more fuel to an engine will create more power.  Of course one must take care to assure engine and vehicle systems are adequately prepared to handle this additional power. Most systems will add an intercooler to reduce intake manifold temperatures and aftermarket ECU to control fueling and ignition. Depending on boost level, consideration for upgrades include, but not limited to, cylinder head gasket, head bolts clutch, pistons, connecting rods, crankshaft, transmission and differential. All components will be exposed to the rigors of additional power.  ...
Eddie fixes downside of serpentine belt kits

Eddie fixes downside of serpentine belt kits

By Vic Moore: I often wonder how Joe Rode, the able manager of Eddie’s Motorsports, will cap his career. Why? Because he’s constantly observing, endlessly productive. Tall, lanky even, with a physique that doesn’t vary too much, I remember studying him on foot along a crowded corridor at a PRI show some years ago, his strides were inordinately long, he hugged the wall because it was the quickest path forward through the throngs and he traveled three times faster than anyone else. Rarely sharp or opinionated, his voice is usually peppered by a compliment or two, but it is his substance that makes him special—a calling that requires him to get things done. This week he has unveiled Eddie’s most important new product in over a year: eight-rib serpentine pulley kits. Cleverly, this pulley kit is fully independent; it doesn’t rely on various cylinder head mountings. Instead it uses the water pump’s mounting base for consistent trouble-free installation. Here are details of the kits’ merits and its appearance when installed: S-Drive Plus Eight-Rib Serpentine Pulley Kits from Eddie Motorsports › 33% greater contact patch than standard six rib kits › Improved belt traction limits slippage in higher horsepower applications › Handles increased torque loads of 33% more than six rib › Greatly reduces Span Vibration(belt whip/belt waves) › Improved belt life Eddie Motorsports offers the most complete serpentine pulley system on the market. One part number provides everything you need to embellish the front of an engine including all accessories, fasteners, pulleys, and belt. – Simple, trouble free installation using simple hand tools – No need to chase pieces...
Motown LS: Unfamiliar hybrid

Motown LS: Unfamiliar hybrid

By Sam Logan: What’s the motivation for adapting LS cylinder heads to a small-block Chevrolet engine? Why not just go out and buy a used LS-series? It’s a modern power unit; it’s bestowed with high flowing heads, it’s readily available and it’s affordable…all the benefits you could desire. Except there’s a catch—the inconvenient fact is there’s a ton of work required to get it installed properly, coupled to appreciable expenditures. If you are empowering any pre-1990s Muscle car with an LS-series engine it is usually not a simple swap. And it’s not just exploring engine and transmission mounting solutions and clutch actuation, but there are EFI and ignition considerations, a fuel system design as well as numerous cooling and engine accessories questions to resolve. The fact is that mounting a pair of LS-series cylinder heads on a small-block is a much more practical solution. Likely, the most interesting new engine for 2016 will be the Motown LS. Under the insightful command of Dick Boyer, the architect of the last year’s 454 Man O’ War Ford block, World Products committed to foundry tooling expenses for the production of such a hybrid. It is unique. Weighing 210lb and employing standard LS deck height, the Motown LS is a cast iron small-block that accepts LS-series cylinder heads. Boyer’s uncommon design made its first appearance in public at December’s PRI show. Available in two versions, a street-strip and a race variant, he had displayed the former although not yet tested. When tested the 427cu in engine generated just under 640hp at 6,400rpm. Not bad for a street-based engine. The drag race version uses...