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... read more

What makes turbocharged race engines so appealing? Actually, it’s rampant power & low maintenance

By Titus Bloom, Photography by MGI and Pro Line, Ball Ground, Georgia: In the lightning fast drag racing category known as Pro Mod three different types of power units compete: nitrous assisted, supercharged and turbocharged. Pro Line Race Engines are specialists in the latter and they burst upon the drag racing scene like few before it.  ou can read on the updates of their current projects on – one of the best online places to find out things about cars and F1 racing. After frenetic activity over the past nine years, Pro Line not only came under new ownership in 2005 and moved factory from Woodstock to a spacious 24,000sq ft facility in Ball Ground, Georgia in 2011, but also their engines won the NHRA Pro Mod championship in 2012, won Indy in 2011, laid claim to the world’s fastest Pro Mod eighth-mile speed (221mph-3.56secs), and still hold the NHRA quarter-mile ET and speed record when Melanie Troxel recorded 5.77-258.71mph at Englishtown 2011. When Doug Patton (49) and Eric Dillard acquired ownership of Pro Line in 2005, Eric was only 22 years old. He had started three years earlier under Doug as a helper. “He doesn’t have any college training,” says Doug, “but he has a knack for running the business. We currently employ a workforce of around fifteen—seven or eight in the machine shop and seven or eight in the sales offices.” Even though the machine shop maintains the same number of employees, component sales account for eighty percent of their business. How did this come to pass? As the Amish would say, it wonders me. Establishing... read more

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: and get your tickets today! For more information, go online to: and click on Reunions  ... read more

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... read more

Wilwood Disc Brakes Announces New Superlite Front Brake Kits for the 1982-1992 Chevrolet Camaro

Wilwood’s forged aluminum Superlite 6R radial mount calipers and 12.88” or 14.00” diameter Spec37 alloy directional vane two-piece rotors are combined in these all new brake upgrade packages for the 3rd Gen Camaro. Six piston calipers are available in gloss black or red powder coat finish and are paired with Wilwood’s BP-10 metallic-composite compound SmartPads. Both GT slotted, and SRP drilled and slotted rotors deliver high-torque stopping power, optimized cooling efficiency and high-tech styling for the street or track. Kits include all necessary hardware, DOT approved stainless steel flexlines and a detailed instruction guide for an easy bolt-on installation. MSRP starts at $1,791.99. Source: Wilwood Engineering 4700 Calle Bolero Camarillo, CA 93012... read more

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.  ... read more

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... read more

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... read more

New Motown Pro Lightweight SBC Block From World Products

World Products has introduced a new lightweight cast-iron small block for racing and performance applications. Weighing in at a nominal 178lb the Motown Pro Lightweight is cast from a special 40,000psi iron alloy for increased strength while weighing significantly less than typical aftermarket blocks. The new block is available with either a standard SBC cam journal and lifters, or with a BBC cam journal and 0.904in lifter bores to provide enhanced valve train stability and performance. The priority main oiling system has been revised to accommodate the 0.904in lifter upgrade without the added cost of bronze lifter bushings. Oil passages have been enlarged and provision for oil restrictors is built into the valley, further enhancing the high rpm potential by providing improved oil supply and control. Ductile iron main caps are fitted with 4-bolt splayed caps on #2, 3 and 4 main journals and 2-bolt caps for #1 and 5 which allow easy oil pan fitment. The main caps are secured by high strength 7/16in ARP bolts for maximum stability. Clearance for a 4.000in stroke crankshaft is provided and connecting rods, which offer clearance for the BBC cam option with the 4.000in stroke are also available. The Siamese cylinder bores are offered in either 3.995in or 4.120in (to finish at 4.000in or 4.125in) with a maximum bore of 4.185in to accommodate larger cubic inch displacement. World’s new Motown Pro Lightweight block offers tremendous performance potential in a new lightweight package that will appeal to both circle track racers and drag racers. Part numbers for the new SBC blocks are: 083010 – 3.995in Bore, 350 mains, standard SBC cam journal... read more

New clutch concept for modern Muscle cars, dual- and triple-disc

For some time, Ram Clutches had been seeking lighter pedal effort on high performance clutch systems while maintaining adequate clamping loads but couldn’t devise a diaphragm pivot arrangement within the traditional steel cover assembly to achieve it. Though their current designs perform well, in this crusade they offered little potential for improvement, prestige or reward. So, to develop their new series of clutches for contemporary Muscle cars, they set about constructing their own billet aluminum cover assembly that resolved this problem and two others. › Revised mechanical ratio brings light pedal › Direct replacements for new Corvettes, Mustangs and Hellcats › Higher diaphragm fingers prevent over-center shifting issues › Straight retaining straps improve durability   Columbia, SC: Ram is announcing new Pro Street clutch systems. They contain their best-operating geometry yet. To date they are available for six contemporary Muscle cars (listed below). For a long time the mechanical ratio in most high-performance street-vehicle clutches has remained fixed. The clamping pressure within the familiar steel clutch cover assemblies has been adapted to adequate standards but the pedal effort is not always so. In addition, the conventional straps that secure the pressure ring to the cover assembly, though capable, have been susceptible when exposed to abuse—usually from violent downshifts or by missing a gear—and the height of clutch fingers was rarely optimum. Last year Ram embarked on developing new aluminum billet cover assemblies. Their principal purpose was to gain control over the positioning of the pivot points—the diaphragm spring fulcrum—and thereby attain the elusive lighter pedal. They also improved the layout of the pressure-ring retaining straps, which now adopt a... read more

Servicing Mass Airflow Sensors

Ray Bohacz is a journalist in the automotive field and author of CarTech’s book “How to tune and win with Demon Carburetion”. He is also a monthly contributor to Hemming’s Muscle Machines magazine. Additionally, Ray writes short articles for the agriculture industry and is featured in a series of videos as the SF (Successful Farming) Engine Man. His videos introduce brief, informative features which apply to both farm and automotive equipment. Most modern fuel injection systems employ a mass air flow sensor (MAF) that is located between the air filter assembly and the throttle-body. The MAF measures the air flow into the engine. This data is mainly used by the engine controller (ECU) to determine fuel injector pulse width. The MAF output is also combined in an algorithm with the outputs from the crankshaft and throttle position sensors to determine engine load. This influences both fuel and ignition timing. The MAF output will skew when coated with air-borne contaminants. This is how to easily restore its accuracy. Watch the... read more

Helpful tips you need to know about racing oils

Meet specialist Len Groom. By Freddie Heaney: Between a crankshaft journal and a rod bearing a film of oil resides in a space approximately the thickness of a human hair. In last year’s Pro Stock 500cu in V8 racing engines, crankshafts were spinning near 11,500rpm. In 2006 the V8 Cosworth F1 racing engine reached an astonishing 20,000rpm. Oil film operating in passages the thickness of a piece of paper prevented their parts from touching—as it is in most racing engines. Oil film, which is also referred to as an oil wedge, can be better understood if you consider a piston ring moving down a cylinder. When in motion, the oil begins to accumulate before the ring and forms a wedge-like shape. If severe, the ring can hop on top of the oil wedge, which breaches the seal between the ring and cylinder wall, causing blow-by of combustion gases. Though more difficult to visualize, the wedge effect is also present in the lubrication space between the crankshaft journal and the rod bearing. Its depth measures approximately 0.003in. Recently, at the annual MPMC conference where 100 racing parts manufacturers met the media, AMSOIL’s Len Groom was on hand, as intelligent a man as ever discussed synthetic racing oils. High quality racing oils, he explains, demand attention in several key areas in order to provide protection. Two of the most important areas lie within their film strength and resistance to viscosity loss under high pressure. “In fact,” says Groom, “when racers using our 15w-50 tell me they are running oil temperatures of 260F, I don’t get too concerned so long as the... read more