CP-Carrillo introduces Bullet rods for high-performance 4.6 and 5.0 Ford Modular engines

Irvine, California: CP-Carrillo has introduced new Bullet connecting rods for the 4.6 and the new 5.0 Ford Modular engines. The rods are supplied with WMC H-11 tool steel bolts, incorporate a center-to-center length of 5.932in and feature big-end and pin-end hone dimensions of 2.2394in and 0.8672in respectively. Their total weight is 613 grams. After rigorous R&D, these Bullet 4.6 Ford Modular rods have been torture-tested and rated for 1,100-plus horsepower,  30-plus psi of boost and 8,500rpm. What’s a near-net forging? Manufactured from CP-Carrillo’s proprietary blend of steel on a near-net forging for structural support and durability, these connecting rods are supplied as direct factory replacements, race-ready and available for immediate delivery.  CP-Carrillo’s near-net forgings  make significant contributions to connecting rod manufacture. By creating connecting rod forgings to almost the finished size, highest quality is maintained yet costs are suppressed because machining time is reduced to a minimum. Part numbers: ID: 8765, P/N: BF50-5932, MSRP: $1234.50 CP-Carrillo 1902 McGaw Irvine, CA 92614 949-567-9000 phone 949-567-9010 fax... read more

Promise of new LS oil pans and pumps for Corvettes

By Bertie Scott Brown: Dawsonville, Georgia: Last week MTI Racing revealed they had purchased Razor, the dry-sump pump manufacturer of Phoenix, Arizona. Created originally in Ontario, Canada by the aerospace corporation Windsor Gear, the Razor trading name and designs are now owned by MTI Racing, who has moved all operations, which includes finished product, raw materials, and all equipment including testing apparatus, to Dawsonville, Georgia. Reece Cox, President of MTI Racing, announced that Razor will continue to produce multi-stage dry-sump oil pumps for oval track, drag and road racing as well as sprint and midget applications. “We’re aiming to resume manufacturing activities by mid-June 2015,” explains Cox, “and during the course of the year we plan to expand Razor’s markets, initially by the introduction of a new series of cast aluminum oil-pans for the LS1 market.” These themes are entirely consistent with MTI’s approach, who for twenty years has been a leader in high-performance and racing components and assemblies for Corvettes and Camaros. Plans are also in place for the introduction of a new two-stage pump for the Corvette that connects directly to the differential and cools both transmission and differential components. Russ Flagle of Indy Cylinder Heads, a long-time Razor user, says, “We like the quality of the product and how it fits; we like the gear profile and the O-ring layouts that separate its different stages; and we like the fact that it produces adequate volumes of oil and pressure and has no leaks or cavitation.” Background Razor dry-sump oil pumps and Ernie Elliott Inc are divisions of MTI Racing, who also recently formed MTI Composites which... read more

2015 Mustang upgrade: the trouble with supercharging

By Sam Logan: Adrian Gomez, an industrious 27-year old who manages Mak Performance, a Miami specialty shop established in 1995, bought a 2015 Mustang 5.0 and with fewer than 7,000 miles on the clock installed a Pro Charger centrifugal supercharger. It extended the Mustang’s power output at the rear wheels from 376hp to 600hp, an impressive 60 percent improvement. With one of the two vital ingredients in place—225 additional horsepower—he decided that instead of fulfilling the role as a drag race spectator at the NMRA season opener at Bradenton, he would present himself as an entrant in the True Street class. This leads us to the second vital ingredient—the clutch. Doubtless it was tempting to ascertain just how long the original factory clutch might support the additional horsepower…and it didn’t take long to find out. The car slipped the clutch on the first pass, running an Elapsed Time of 11.97 seconds over the quarter-mile distance and by the third pass it had overheated and was on the road to ruin. Undaunted the intrepid young Gomez limped back to Miami where he would replace the failed clutch system with a twin-disc clutch-flywheel set-up. His objectives were to acquire better friction materials, 2,400psi of clamping force and an easy clutch pedal feel for stop-start traffic conditions. For all of that, there is no intrinsic weakness in the original equipment Mustang’s clutch arrangement. It is just that it was neither designed to transmit 60 percent additional horsepower nor to transmit it via twenty-nine-inch diameter Mickey Thompson Drag Radials. Nonetheless, its street-driving capacity contrasts starkly with Ram’s Force 10.5 dual-disc clutch-flywheel arrangement, which... read more

Glenn Clements on dry-sump oiling basics

A leader in Dirt Late Model race engine development, Glenn Clements of Clements Automotive offers a brief outline on the salient features of dry-sump oiling. He begins by saying: First it might be helpful to explain that these pumps are located on the Bert mount of Dirt Late Model race cars. This means the pump attaches to the top of the transmission, residing behind the bell housing. Twenty-five years ago the racing transmission manufacturer, Bert, cast a bell-housing that adapted the oil pump for use at the middle of the race car. Pump efficiencies are largely dependent upon close tolerances, including the proximity of the pump’s internal gearing to the pump body. This is imperative for maintaining adequate pressure when pumping hot, light viscous oil at low engine speeds. If the pump doesn’t meet this requirement the alternative would be to spin it faster, which wastes engine power. It is the spaces between the rotors or gear teeth that transfer the oil. The larger the voids between the rotors or gear teeth, the more oil will be moved per revolution. Importantly, it is the volume of oil displaced from the inlet port to the outlet port each time the shaft turns one revolution. To simplify the displacement concept, consider a set of gears with 10 teeth. Thus it follows there would be 9 voids between the 10 teeth. Therefore the total area of those voids would represent the displacement of each revolution. Compare this to gears with only 7 teeth. As a result the voids have increased in size, so with each revolution the displacement becomes larger as the... read more

13th annual Holley National Hot Rod Reunion® June 18-20

The 13th annual Holley National Hot Rod Reunion® presented by AAA Insurance returns to historic Beech Bend Raceway Park, June 18–20 in Bowling Green, Kentucky! Enjoy 3-days of non-stop action on and off the track! And the Reunion is more than just a car show! In addition to thousands of Street Rods, Customs, Muscle and Hot Rods, the Reunion features Hot Heads Nostalgia Drag Racing with more than 400 drag racers competing side-by-side down the quarter-mile. The Saturday night show includes the famed nitro-burning Cacklefest® a unique version of fireworks! Enjoy the sights and sounds of nitro-burning cars all started and running simultaneously. Something you shouldn’t miss! Bring your ear plugs! For a preview of the last year’s Reunion click here. Or click here for the 2013 Reunion. In addition, many new and exciting events are planned for this year’s Hot Rod Reunion, including the Wednesday night Heacock Classic FANFEST in downtown Bowling Green, 5–8p.m. and discounted Touring Laps at the National Corvette Museum’s Motorsports Park on Thursday night. Three-and-a-half miles long and with 22 turns this new track, just opened last September, meets the first essential of any good road course: it’s challenging! Registration for touring laps is required. Go to: https://hotsrodsatmsp2015.eventbrite.com Join the enthusiasts on Friday night at the Sloan Convention center to celebrate the Grand Marshal, Gordon Collett and 2015 honorees: Ron Hope, Chase Knight, Ron Leek, Roy Steffey, Dale Moody and Sam Jones. Festivities start at 7 p.m.and it is FREE to all! Memo to history lovers: The NHRA Museum recently hosted Irwindale’s 50th Anniversary Reunion. Almost 500 people attended—standing room only! Two panels of drag racing heavyweights... read more

Swamp Rat 1: Dragster of competitive splendor

Titus Bloom: Floridian Don Garlit’s Swamp Rat 1 dragster began life in 1956 and thrived on the race tracks until 1961. It was the subject of constant change. Originally fuelled by four carburetors, then increased to six and later eight, it ended its illustrious career supercharged and sporting Enderle injectors, a high-gear only and recorded 204.54mph over the quarter mile. Some of its closest Top Fuel rivals came in the form of Art Chrisman, Setto Postoian, Speed Sport Roadster and Bobby Langley. The SR1’s motive force came from a trio of Chrysler Hemi engines, beginning with a 1954 unit that displaced 331 cubic inches. This was followed by a 354 upgrade of 1956 vintage and finally a 392. No one quite remembers if its last engine was from 1957 or ’58. From the beginning, Garlits’ technical virtuosity rarely dimmed. “We always angled the front of the engine down a few degrees,” recollects its 83 year-old-owner. “By putting a little mass under the rear axle centerline, we succeeded in damping the car’s enthusiasm for lofting its front end—simple High School physics.” The Swamp Rat had a further competitive advantage: a lanky 115in wheelbase compared to its California challengers of just 100 inches. “That definitely gave us an edge. Its traction, stability, ease of handling in all those areas the car was superior.” In 1959, the SR1 became the first dragster to deploy a parachute. “It was a cargo chute,” says Garlits, “and in the beginning they tore their mountings off the backs of the cars—not mine, though, for I had it wrapped around the frame. Jim Deist, its pioneer, showed... read more

Basic installation rules from TorqStorm

By Alfie Bilk: Fuel pump requirements for carbureted systems must be capable of supplying proper amount of fuel at maximum operating pressure. To obtain maximum fuel pressure required under boost, add idle fuel pressure to maximum boost pressure.  Read condensed details below.   Basic forced-induction guidelines (6-10psi boost range) for carbureted systems   1.Forged pistons preferred for all boosted applications 2. Cast or Hypereutectic pistons may be used below 500hp and low-boost applications 3. Compression ratios of 9.1 to 9.5:1 ideal for boost levels of 6-8psi on 91-93 octane pump fuel 4. Use lobe separation angle of 112 to 116 degrees, split pattern works best 5. Fuel pump requirements for carbureted systems must be capable of supplying proper amount of fuel at maximum operating pressure. To obtain maximum fuel pressure required under boost, add idle fuel pressure to maximum boost pressure. (If your idle setting is 8psi and your maximum boost is 8psi your maximum fuel pressure required is 16psi) 6. Use a blow-through carburetor. TorqStorm offers custom billet blow-through carburetors sized per application. Contact TorqStorm direct for carburetor specs and pricing. 7. Must use carbureted boost-reference fuel pressure regulator with a 1:1 rise ratio 8. Headers recommended for maximum performance 9. Will work with single or dual-plane intake manifolds (more torque generated by dual-plane designs) 10. Ignition control recommended with adjustable boost-timing retard to prevent detonation. (MSD BTM part number 6462)   Information furnished by Torqstorm® Billet Superchargers 2909 Buchanan Ave. SW Wyoming, MI 49548 Office 616-226-9476, Mobile 616-706-5580... read more

World SBC Heads Accepted for NHRA Super Stock

World Products S/R cylinder head, part number 042650, has recently been added to the NHRA accepted products list for Small Block Chevrolet engines in NHRA Super Stock. The World head is a bolt on replacement for factory heads and offers a far more robust and durable casting than the notoriously crack-prone stock pieces. The S/R cylinder head offers a highly efficient 58cc combustion chamber and 170 cc intake runners. This head with its compact chamber is ideally configured for 305 cubic inch engines. Cast and machined in the USA with special high-density iron alloy for superior strength, the S/R head has extra-thick decks and screw in rocker studs for added durability in highly stressed racing applications. World Products NHRA Super Stock legal cylinder heads: Part#                            Intk Port           Chamber 042650-NHRA              170cc              58cc 043600-NHRA              170cc              76cc 043610-NHRA              170cc              67cc World Products cylinder heads are made in the USA using a state of the art foundry and ISO 9000 certified machining facilities and practices. For more information contact World Products. 877-630-6651 ~... read more

First big Historics event at Barber

By Freddie Heaney: Birmingham, Alabama: Barber Motorsports Park hosted their first annual Historic motorsports three-day event May 15-17, 2015. And if they do for Historic road racing cars what they did for vintage motorcycles, they’ll have 80,000 attendees in 10 years’ time. To view these rare Historics click here. Though the premiere event weekend, which was organized by the Historic Motor Sports Association (HMSA), attracted modest numbers of vintage racecars, around 70, it was an excellent first step. The sights, sounds and speeds, particularly of rare Formula One cars from the nineteen-sixties, -seventies and -eighties were glorious. Like Barber’s annual motorcycle Vintage Festival, held each October, a treasure trove of nostalgia was spread before us, all very accessible, informal and agreeable. Located in Leeds to the east of Birmingham and a short distance off I-20, which is the main thoroughfare from Atlanta to Birmingham, Barber Motorsports Park is situated in a unique 740-acre parkland setting. Surrounding the race track a two-lane asphalt ring-road accommodates a tram service that transports visitors to all areas of interest. The centerpiece of the weekend was the 16-race program and the featured marque was Lotus—well-known to George Barber with over fifty vintage machines of his own residing in the museum, adjacent to the track at Turn Nine. Eddie Lawson, a former 4-time 500cc World motorcycle champion and now driving the 1977 Wolf WR4 of Canadian, Maurice McCaig, set the standard. Fastest in qualifying, he won both of the weekend’s F1 races. On Friday’s qualifying sessions Lawson was followed by James Hagan in a 1983 Tyrrell 001 (in full Benetton livery) and Doc Bundy in... read more

Opening the car from afar: a neat trick

By Martha Maglone: The wave length of the electronic car key is limited to a certain distance. But here is a remarkable trick if you wanted to expand its range significantly—particularly handy when your car is parked among hundreds of others in a field at a race meet and you cannot find it! Watch the... read more

Ovality and other guarded racing piston shapes

By Titus Bloom: Gibtec, makers of custom billet competition pistons reveals… Below their ring lands, pistons are neither round nor do they have parallel sides. Instead they have a larger diameter towards the bottom, between the base of the piston and the piston pin hole. They become progressively smaller toward the top of the piston, which is round because, to achieve proper sealing, round rings operate in round cylinders . The smaller diameter piston crown allows for greater expansion in a region closest to the heat source. Ovality, which means out of roundness, is necessary in all pistons to allow for thermal expansion. It also compensates for deflection of the piston skirt caused by side loads. Pistons are manufactured with single, double or triple ovality and the ovality is best measured by a precision roundness form measuring machine. Ovality in simple terms means the piston is narrower along the piston pin axis (the minor axis) than the thrust axis (the major axis). Because ovality is a function of heat, and therefore the growth the piston is likely to encounter, it is the amount of ovality assigned to a piston that’s the clever part. Ovality values differ, depending upon whether the engine is naturally aspirated, supercharged, turbocharged, or charged with nitrous oxide. Obviously, heat, cylinder pressures and side loadings are much less in the naturally aspirated engine and hence less piston ovality is required. Correct ovality usually manifests itself in the form of a bearing area. This is the area in the middle of the piston skirts that rides in the cylinder and it’s surrounded by a boundary of piston... read more

Irrepressible Force thinks Big!

Oh how they scoffed when John Force indicated he’d personally fund the running of some of his own team cars this year in the NHRA’s Mello Yello Drag Racing Series. Of all the noises known to man, car racing is the most expensive and they were fearful he was getting onto the slippery slope! Well, Wednesday afternoon’s announcement of new major sponsorship for Brittany Force’s Top Fuel efforts in the form of drinks heavyweight Monster Energy put an end to all of that. Unveiling the program’s significance is scheduled today, Friday May 15, at 12:30pm at the Atlanta Dragway. Mitch Covington, Monster VP of Sports Marketing:  “Monster’s marketing is built on three things mainly: that’s racing, music and girls. We think that fits great with drag racing. We’re just super excited to be back in this sport. As to how we got in with John Force Racing, you guys all know John Force is one hell of a salesman. I actually met him at a wedding party. This dude chased me down the whole time. But I got news for everybody. John Force didn’t sell this deal, it was his daughter Brittany and his other daughter... read more