Impressive diesel gains: 2.1lb weight-saving per cylinder

Irvine, CA: At CP-Carrillo, two hybrid combinations are in the final stages of testing. One is designated for the common rail 5.9 liter Cummins using a Duramax pin size and compression height with a rod length of 0.856in longer than stock. The other combo is developed for the 6.6 liter Duramax, which comprises a long-rod diesel arrangement with a Top Fuel piston pin. The connecting rod is 0.202in longer than stock. The weight saving is not yet known on the Duramax combination, but news of an impressive 2.0lb approximate saving per cylinder has emerged for the Cummins. Though prototypes are already in use in Truck Pulling contests, CP-Carrillo’s long-rod combinations were initiated for drag racing. Company’s Rick Canning said that with the right camshaft installed the Cummins diesel will rev to 6,500rpm on the snap-of-a-finger. “It’s easily achieved,” he says, “when there is significantly less reciprocating mass attached to the crank!” The test Cummins, which was dynoed with a stock camshaft, generated 1,000hp @ 3,200rpm and produced 1,500lb ft of torque. What happens next? Apparently, the engine is to be re-cammed and installed in a truck puller. When CP-Carrillo created the new Cummins hybrid connecting rod 0.856in longer than the stock counterpart and incorporated a Duramax pin size, a reduction in pin diameter resulted: from 1.575in to 1.358in. The new pin is also shorter. The compression height is also changed from a stock Cummins to Duramax, which measures 1.946in. The difference between the Cummins compression height with the pin change is 0.856in. This instigated the longer connecting rod, which improved the rod-to-stroke ratio by reducing the side load on... read more

Garlits’ quest for 200mph on batteries takes temporary jolt

By Martha Maglone: Don Garlits’ quest for a 200mph quarter-mile record with a battery-powered twin-electric-motor dragster on April 17, 2015 at Bradenton, Florida failed. Though the Swamp Rat 37 recorded a speed of 176mph, it fell short of its earlier record run of 185.6mph when it was powered by six electric motors. Both Garlits and the Shawn Lawless team who prepare the car remain upbeat. During their attempts, Garlits’ suffered brake failure, causing him to run off the end of the track. But his main difficulties were that of electric motors that wouldn’t rev beyond 4,000rpm and one motor that suffered from overheating. “Having motors that would rev to 5,000rpm or better still 6,000rpm would be perfect,” said Garlits, “but that’s hard to get in electric.” Currently they are having a special set of gears manufactured—taller ratio for the two bigger motors. The gear Garlits refers to is similar to the 11in Ford arrangement used on nitro-fuel cars. Earlier the team had replaced the six electric motors with two of greater power and similarly upgraded the battery pack. Running six motors meant employing a big gearbox which according to Garlits, “sucked up a lot of horsepower.” Reducing the number of electric motors from six to two also lightened the car. “Everything seemed better for this attempt,” he said, “only the motors didn’t rev as I’d hoped.” During the record attempt, Garlits ran off the end of the track as a result of brake failure. “Actually, I ran off the end of that track once before when a chute failed. This time was no big deal, the chute had slowed... read more

Certified: California approves Motus MST/MSTR

By Bertie Scott Brown – Birmingham, Alabama: Motus motorcycles are now street-legal in all 50 states. On April 30, 2015, Motus Motorcycles was issued an Executive Order by the California Environmental Agency’s Air Resources Board (CARB) certifying all 2015 production Motus motorcycles as compliant with California emissions standards. A few days earlier, three 53ft trailers arrived with 110 pallets of 1650cc Baby Block American V4 engines, with their striking resemblance to half of a GM LS V8 motor. Motus also announced recently that all motorcycle testing and development as well as V4 engine assembly will be performed on-site at their headquarters in Birmingham, Alabama. Though production begins at 30 machines per month, plus V4 Baby Block crate engine sales, future production will be aimed at 500 to 1,000 bikes per year. In addition to their endless road test programs, they have installed a chassis dynamometer to test entire motorcycles and also an in-house power train dynamometer to test their engines and gearboxes. Motus motorcycles as well as V4 crate engines are available through their nationwide network of dealers. Motus MST prices start at $30,975 For more information visit or... read more

Winning: The racing life of Paul Newman

By Freddie Heaney: An 83-minute documentary “Winning: The Racing Life of Paul Newman,” premiered in Los Angeles recently and is scheduled for nationwide distribution at select theaters, starting May 22 in Indianapolis. All screening proceeds will be devoted to charity. CLICK HERE TO SEE THE FILM’S OFFICIAL TRAILER  Paul Leonard Newman, who died Sept. 26, 2008, aged 83, was an acclaimed race car driver and team owner with a 35-year involvement in motor sport, while continuing a successful film career. Extraordinarily, he didn’t begin car racing until his forty-eighth year, yet won four SCCA national titles as a driver and eight Champ Car driver’s championships as a co-owner of Newman-Hass Racing. He also finished 2nd overall and 1st in GT class at Le Mans 1979 in Dick Barbour’s Porsche 935 with teammates Rolf Stommelen and Barbour. At 70 he became the oldest driver to be part of a winning team in a major sanctioned race, his Ford Mustang finishing 3rd overall and 1st in GTS-1 class at the 1995 Daytona 24 Hours with teammates Tommy Kendall, Michael Brockman and Mark Martin. An even greater measure of the man and, perhaps, less well known was his philanthropic pursuits. His Newman’s Own food company has donated $430 million in profits to date, to charities. He also founded the Hole in the Wall Gang Camp for seriously ill children. A man of rare ability, Newman’s passion for racing began while studying for his role in the 1969 racing film “Winning.” The new film is directed and produced by Nate Adams and comedian and car enthusiast Adam Carolla, who has owned, restored and... read more

Clever new adjustable PCV valve–the first of its kind.

By Ben Mozart: What would you think of a simple, effective tuning device that also cleans the crankcase of a running engine? Bear Creek, PA: M/E Wagner has invented a dual-flow adjustable PCV valve. As implied the valve features two independent, adjustable circuits—an idle and a cruise. It was pioneered to aid the evacuation of undesirable crankcase gases in a wide range of high-performance street engines and to simplify tuning. Though of little benefit to full racing engines, its effect on the larger high-performance street-engine market is unparalleled. In fact, it is the only adjustable valve for crankcase gas evacuation, functioning in engines with both stock and modified internal components. As a result it also reduces oil leaks and aids in idle air-fuel mixture tuning. Importantly, under cruising conditions its flow rate increases to accommodate additional blow-by precipitated by higher load conditions. When performance parts are added—cylinder heads, camshaft, carburetor, intake manifold—the vacuum profile of the engine is altered. The original PCV valve that once evacuated blow-by gases and acidic vapors from the crankcase can be only partially effective or may not work at all in modified engines. In contrast, Wagner’s adjustable PCV valve delivers the proper flow rate to evacuate the gases—and in the process allows fresh air into the crankcase. Astute engine builders often regard a slow idle as the hallmark of a good tune. But the original PCV valve in modified engines at idle or part throttle or light load often presents mysterious and time-consuming troubles. When a carburetor becomes non-responsive to adjustment often it’s not the fault of the carburetor at all. Excessively high idle... read more

K1 introduces new crankshafts and connecting rods for GM LS engines

Written by Titus Bloom: LS cranks: pre-balanced to 1800g bob weight & with 1,000+hp capability Precisely ground & lightened rod journals with straight-shot oiling LS rods: Weight variance limited to +/- 2 grams across each set Mentor, Ohio: Forged from 4340, the tough, shock and impact resistant alloy steel, K1 Technologies has introduced a new range of high-performance crankshafts and H-beam connecting rods for racing and high performance LS engines. Designed to cope with 1,000+hp, K1’s new series of cranks and rods are ideal for street and custom rods, Muscle cars and performance trucks as well as road race and Sportsman drag race cars. K1’s forged crankshafts feature rifle-drilled mains, large journal radii and straight-shot journal oiling. Perhaps more importantly they are distinguished by precision-ground journals. Attaining meticulousness can be time consuming To avoid tapered journals the entire diameter of each journal, both main and rod, is subjected to concentricity checks traced on a co-ordinate measuring machine and finished to 0.0001in. In addition, to ease engine builder balancing obligations, the cranks are pre-balanced to 1,800 gram bob weight. For lightening purposes, two non-intersecting holes, 1 inch in diameter and angled at 25 degrees, are drilled into each end of each rod journal. To accommodate after-market harmonic balancers, a keyway is added to the crank snout. More appealing still is cost. At $835, K1’s crank is approximately 20 percent less expensive than comparable components. Connecting rods: In common with their crankshafts, K1’s new H-beam connecting rods for high-performance LS engines are made from the same pristine 4340 nickel-chrome-moly steel. But it’s the ambitions of their Ohio Design and Quality Control... read more

E-Force Supercharger systems: 2015 Corvette Stingray

By Martha Maglone: Torrance, California: Edelbrock has expanded its E-Force Stage 1 supercharger systems for the Corvette Stingray to include 2015 models. Stage 2 and Stage 3 systems are also offered for enthusiast’s seeking even more performance. E-Force supercharger systems incorporate the Eaton® Gen VI 2300 Twin Vortices Series (TVS) rotor assembly, as well as an air-to-water twin intercooler system and dual-core heat exchanger. Performance has been further optimized through a unique runner design and an integrated bypass valve that helps reduce parasitic losses under light throttle, which improves fuel mileage. All kits fit under the stock hood without modification. Stage 1 Street systems (#1570, #15700, #1571 and #15710) are designed to work with all OEM emissions equipment, making them 50-state emissions-legal (E.O. # D-215-87). They also include a tune for both 91 and 93 octane fuel, providing the best combination for daily driving. Edelbrock Stage 2 Track systems (#15702 and #15712) include all of the components of the Stage 1 systems with the addition of a smaller pulley and a custom tune optimized for these upgrades. They also incorporate a tune optimized for both 91 and 93 octane fuel and are emissions legal (E.O. # D-215-87). Both, Stage 1 and Stage 2 systems are eligible for a FREE 3-year/36,000 mile Limited Powertrain Warranty, offering up to $16,500 of coverage for worry-free operation. For competition racing use only, Edelbrock’s Stage 3 Professional Tuner systems (#15712 and #15702) contains all essential custom components. These include the flexibility of choosing the right belt and pulley, which range in diameter from 2.75in to 4.125in, depending on desired boost level. For more information... read more

AEM releases flex-fuel ethanol content sensor kits

By Martha Maglone: Hawthorne, CA: AEM has released two flex-fuel ethanol-content sensor kits, one with 3/8″ barbed adapter fittings (# 30-2200) the other with -6AN to 3/8″ adapter fittings (#30-2201). Not only do they measure a vehicle’s fuel-ethanol content percentage and fuel temperature but also users with programmable engine-management systems capable of flex-fuel tuning have the ability to accurately calibrate the engine’s fuel-ethanol content. While many gas stations label flex fuel as E85 (85% Ethanol and 15% Gasoline), the actual ethanol content can vary widely. AEM’s new sensor determines the amount of fuel blend being used at any given time. Furthermore, the sensor is ideal for use with AEM’s Infinity standalone programmable ECU and Series 2 EMS on flex-fuel-equipped vehicles. Alternatively, it can be connected to a dash display or data logger.   For more information visit For application information and to find or become a factory-trained Infinity EMS Tuner, call (310) 484-2322.   ABOUT AEM Advanced Engine Management designs, manufactures and assembles engine management systems, wideband air-fuel systems, water-methanol injection systems, performance gauges, boost controllers, ignition components, fuel delivery components and adjustable cam gears at its corporate headquarters in Hawthorne,... read more

Why under-drive a pulley system?

By Martha Maglone: If under-driving a pulley system robs less power from the engine, why doesn’t Concept One do it? “We don’t under drive the pulley system,” says Concept One’s Kevin Redd, “because we are more concerned with driveability than saving a couple horsepower. When you under-drive the pulley system you slow it down and as a result you can lose performance at low rpm and at idle. Reducing the pulley speeds can also have a detrimental effect on alternator charging as well as power steering performance and cooling efficiency. For these reasons we don’t under-drive our pulley... read more

Cure for uncomfortably high clutch pedal on late-model street cars

By Sam Logan: Most late-model street vehicles use an internal hydraulic clutch release bearing, sometimes called a concentric slave cylinder (CSC). Yet, unfathomably, many of them suffer from clutch engagement high on the pedal travel. For most drivers, this is not comfortable. Conveniently, Ram Clutches has introduced a pedal-height adjuster, which is situated inline between the hydraulic master cylinder and the slave cylinder. It is in effect, an accumulator in which a piston and spring are housed. When the adjustment screw is turned in to its fullest extent, the piston cannot move and the adjuster is bypassed. In fact, this is the condition in which the system should be re-bled. As the adjustment screw is turned out and the pedal depressed, the fluid flows into the adjuster and pushes the piston back. Once the cylinder is full, the remaining fluid is routed to the hydraulic bearing. This essentially introduces free-play to the pedal travel and lowers the point where the clutch engages, allowing the driver to adjust the pedal to the most comfortable driving position. A lower pedal also quickens clutch response. A bonus feature of this adjuster is its ability to control the travel distance of the release bearing. This prevents over-travel of the clutch fingers, which can lead to clutch malfunction at higher engine RPM. Applying the pedal-height adjuster’s resourcefulness to the competition clutch Also worth noting, original equipment manufacturers use pre-loaded release bearings that are in constant contact with the clutch’s diaphragm fingers while competition-style bearing makers do not. By contrast they seek maximum clutch clamping force and, therefore, require some free-play between the clutch release... read more

Obituary: Remembering Michael Giannone

By Victor Moore: Michael Giannone founder and owner of the respected competition connecting rod company MGP, died on March 11 following a short period of illness. He was just 60. Born in Los Angeles, California, Michael, an enlightened and refined man was formerly part of GRP but left to form MGP in Colorado Springs in the mid-nineteen-nineties. His twenty-five year career had been devoted to pioneering designs and production of competition aluminum connecting rods and made many contributions to their development, including the ingenious concentric locking pattern. In fact, he loved what he did and thrived on presenting a solution for every problem. As many of us can testify when we saw him at the PRI show in Indianapolis in December 2014, he showed no symptoms of illness. “He looked fine,” says his nineteen-year old son, Anthony. ” When he entered hospital on February 19, they thought he had pneumonia. Сахарные мальчик, хочешь оказаться в послушные руках трансы Новосибирска транссексуалки легко отдадутся, как истинные универсалки предоставят много секса. Не надо искать телефоны шлюх, вы уже их нашли, супер-интим. And for two weeks he looked and behaved like the guy we knew so well—smart and engaging—but when they investigated further they found cancer, which was so aggressive they were powerless to save him.” The cancer, which remains unidentified to the family so far, metastasized in his lungs but wasn’t lung cancer. Happily, for the family it is business as usual and Anthony, who has been working in the connecting rod factory since he was 14, has taken over the operation. “Though the events have been tragic,” he said, “I... read more

Dixon survived massive Top Fuel shunt

Larry Dixon’s recent spectacular crash during the NHRA Gator Nationals in Florida last month wasn’t his first encounter with a dragster falling apart. Though alarming he was fortunate his skyward wreck landed inside the track wall where it skidded to a halt and not in the unforgiving earth beyond the wall. Watch: Images: Dixon (48) is a formidable NHRA Top Fuel contestant. In 108 final-round appearances he won 61 (54 percent) and by the end of the 2011 season he had notched-up 637 round... read more