New Speed Demon 8-hole annular-discharge booster carburetors

Written by Moore Good Ink Seasoned tuners speaking of annular-boosted carburetors will tell you of their fine atomization qualities and their impressive capacity for generating torque, especially at low engine speeds. At high engine speeds on smaller CFM carburetors they might express a hint of caution concerning slight richness. But on competent street machines with the right combination they generally insist the annular is often in a class by itself. •Annular discharge boosters improve fuel distribution •Atomize fuel more efficiently •Generate greater torque especially at low engine speeds •Achieve better throttle response on street vehicles •Produce convincingly better part-throttle drivability •Invigorate engines impeded by lethargic air speed Dawsonville, GA: Demon Carburetion has unleashed 4 new annular-discharge Speed Demon carburetors: two 650cfm and two 750cfm. Both models are available with either mechanical- or vacuum-secondary throttle mechanisms. Their chief functions are to increase engine torque, especially at low engine speeds, and to provide first-class throttle response and drivability. This is achieved by use of 8-hole annular boost venturii with corresponding air-fuel metering circuits. The success of any annular-boosted carburetor derives from careful and accurate fuel distribution and superior air-fuel atomization. Heartening news for thousands of enthusiasts, this is particularly relevant for owners of 350-360cu in small-block Chevrolet engines and also 289-302cu in small-block Ford engines that operate with camshaft durations of up to 240 degrees @ 0.050in of valve lift. In fact these carburetors, depending upon the engine combination, could invigorate any small displacement V8 engine that’s impeded by lethargic air speed. At low engine speeds, particularly from 1,800 to 2,500rpm the annular-discharge Speed Demons can generate up to 100lb-ft of additional...

Kaase’s new P-38 small-block Ford gets stack induction

Written by Moore Good Ink Winder, GA: Jon Kaase is releasing a new stack induction system to empower his P-38 canted-valve small-block Ford engine. The operational benefits of this new sequential stack-induction system include smooth, fast and dependable engine response during rapid throttling, easy and reliable hot or cold starting, and admirable fuel efficiency. Naturally, the system ends all choke operations, generally necessary on carburetor-equipped engines when cold starting. Available in individual components or as a fully assembled kit, Kaase’s new stack induction arrangement also delivers precise cylinder-to-cylinder air-fuel distribution to any Windsor-based small-block Ford. This kit comprises an intake manifold with concealed plenum, 50 or 52mm throttle bodies with attendant linkage and bell stacks, fuel rails with correctly sized injectors, and wiring harness with ECU and sensors. These sense air and water temperatures, manifold absolute pressure, and throttle position. The plenum has sufficient vacuum ports and capacity to accommodate an idle control motor, fuel pressure regulator, power brakes, PCV, and other essentials. Most importantly it offers a range of tuning possibilities beyond the imaginings of the conventional carburetor. Injectors are selected by the following simple formula: HP x .5 (naturally aspirated) (or .6 for supercharged or .625 for turbo charged) and divided by the number of cylinders. This figure is then multiplied by .9, which represents 90 percent of the duty cycle. For example, if a naturally aspirated small-block generates 520hp the correct injector output can be calculated by multiplying 520 by .5 which comes to 260 and then dividing it by 8, which gives us 32.5. By multiplying this value by .9 our injectors should dispense 30lbs...

Wilson Manifolds Now Hiring CNC Manager, Programmer, Operator, Machinist

Job Description: Wilson Manifolds, the prominent CNC-manufacturing company in Fort Lauderdale, FL that specializes in the design, development, manufacture, assembly and testing of aftermarket automotive parts, seeks highly skilled and experienced CNC programmer for 3, 4 and 5 axis machining centers. Experience Requirements: Complex 3D part modeling design experience utilizing Solidworks Experience in AlphaCAM, SurfCAM or GibbsCAM 5-Axis tool path creation using SurfCAM Experience Pluses: Background of DMG, Haas, Fadal, and possibly Heidenhein Controls Automatic (DCC) Brown & Sharpe CMM experience using PC-DMIS Personal Requirements: Team player Good communicator Ability to prioritize multiple projects. Enthusiastic, cooperative, and positive Please submit detailed resume to...

New all-metal hydraulic bearing kits from Ram Clutches

Written by Moore Good Ink Columbia, SC: When installing an aftermarket clutch on any of the vehicle models listed below, there’s a strong likelihood you’ll require a hydraulic bearing kit with more flexibility than that of the stock system. 1998-02 Camaro-Firebird 1997-12 Corvette 2010-12 Camaro 2003-06 GTO 2003-up CTS-V 2005-up Mustang V8’s 2008-up Challenger  Ram Clutches tells us their new all-metal units are stronger and function better than the partially plastic stock bearings. They also provide more travel than stock, and include all the necessary fittings and lines to adapt to these vehicles. Their hydraulic bearing kits are not only complete but also they are engineered to fit properly, requiring no extra parts. In addition Ram’s Dual Disc clutch units for these vehicles are also engineered to be an exact fit. No surprises! For further information contact: RAM Automotive Company 201 Business Park Blvd. Columbia, SC 29203 Telephone (803) 788-6034 www.ramclutches.com...

First new billet flywheels for V6 Mustangs: aluminum and steel replacements for cast iron originals

Written by Moore Good Ink • Billet steel flywheels are stronger than cast iron and safer at high rpm • They also function better than cast iron when used with modern friction materials • Billet aluminum flywheels are light: they accelerate and decelerate faster • Blanchard-ground flywheels are free of clutch snatch, chatter, and run-out • Blanchard grinding ensures the flywheel is mounted parallel to the crank flange • Billet aluminum flywheels with robust 1/4in steel inserts avoid distortion Columbia, SC: Ram has introduced a new range of billet aluminum and billet steel flywheels for V6 Mustangs from 1997 to 2004. The advantage of the billet steel over the original cast iron unit is that, though they weigh the same, around 32lbs, the billet steel unit is significantly stronger. Crucially, it remains free of stress cracks and, therefore, safe at high engine speeds and higher clutch clamping forces. In addition billet steel flywheels operate more effectively with modern high-performance clutch friction materials than do their cast-iron counterparts. In comparison, the aluminum flywheel has the decisive advantage of carrying minimal weight. In this case it rids itself of half its mass—tipping the scales at 16lbs. Lower mass means a lower moment of inertia, which translates to faster response—faster acceleration and deceleration as well as less wheel spin. Constructed from 6061-T6, Ram’s aluminum flywheels use 1/4in thick steel inserts to avoid distortion. To maintain their flatness the inserts, which mate with the clutch disc friction surfaces, are fastened to the flywheels by 18 rivets. To overcome clutch snatch or chatter and provide minimal run-out, these new flywheels are Blanchard-ground, contributing a...
Fuelling 1,377hp for the track and for the streets

Fuelling 1,377hp for the track and for the streets

Written by Moore Good Ink Cleveland, Ohio: Road-going cars that generate 1,377hp at the rear wheels leave a profound impression. Featured in the May 2012 issue of Hot Rod magazine, the definitive authority on hot rods, a story of Bryant Goldstone’s Chevelle appears. It tells of a 1970 model that leaves the lights in second gear on 11in tires, runs the quarter mile in 8.22 seconds at 167 miles per hour, and cruises for thousands of highway miles returning 11mpg. Three years ago when Goldstone (45) was preparing this car he presented Weldon with the challenge of providing enough fuel at full boost and a much lesser amount when cruising. These demands were only slightly complicated by a further request to run the Chevelle on race fuel and E85 if required. In the pump house: how the big pumps work. The system uses a Weldon controller (P/N 14000) and two Weldon fuel pumps (P/N 2345-A), a primary and a secondary. These units operate in conjunction with a Big Stuff3 ECU. Both Weldon pumps are in service even when the Chevelle is running on 92-93 octane pump fuel. However, when the engine is operating at less than 25 percent throttle opening, the ECU automatically directs the controller to disable the secondary pump and reduce the primary pump to run on a pulsed current only—much like a fuel injector. The pulsed current restricts the pump’s output and prevents the fuel from getting hot. Keeping the fuel cool protects against evaporation and vapors forming at the pump’s inlet port and the destructive effects of cavitation that follow. Reduced pump speeds also bring...