Moran Motorsports introduces first dry-sump lubrication for Corvettes: Power steering and A/C unaffected

By Archie Bosman Photographs by Moore Good Ink Taylor MI: Moran Motorsports has introduced the first dry-sump lubrication system to suit Corvettes without incapacitating either the power steering or the air conditioning systems. “The biggest thing is,” says Mike Moran, “it fits into a C6 Corvette without removing your A/C or losing your power steering. Until now, sacrificing one of those accessories was the only way a Corvette guy could engage a dry-sump system with an external pump. “We eliminated the stock oil pump,” confirms Moran, “because it has always been a limiting factor in Corvette engine performance. The pump has a tendency to cavitate above 7,000rpm. However, with the new system, cavitation concerns are gone.” Extensive Development work to utilize factory components Moran went on: “The development work was extensive as we wanted to utilize as many original factory components as possible. We began with one of Bill Dailey’s dry-sump oil pumps and adapted it for Corvette use. We performed all the rapid prototyping using corn starch. We designed the pump—we grew it—and then gave it to Bill for final design. He created it from our solid model into a real deal. “Moreover, we designed the brackets to accommodate the factory tensioner—we drive the pump with another drive that’s already on the motor. Lastly, we manufacture the pulley kit and complete the assembly with Bill Dailey’s billet oil pan. You simply bolt it on and you have a reliable dry-sump system.” Moran Motorsports’ new 5-stage dry-sump oiling kit is priced at $4,600, including the billet oil pan. Source Moran Motorsports (734) 947-1234... read more

Dart introduces new SHP 400 engine block

By Sam Logan In his youth Richard Maskin was a race driver with a reputation for finding engine power in areas denied to others. As an entrepreneur he pioneered and produced dozens of successful race engine components, and in total has accumulated a 50-year devotion to motor sport. Even his most grudging rivals will tell you he possesses a distinctly original mind—a man whose potential should never be underestimated. Maskin (66) established Dart Machinery in the early 1980s and introduced aluminum Hemi cylinder heads that dominated drag racing’s Top Fuel and Funny Car categories. With these purpose-built heads they provided the power that ultimately broke drag racing’s 300mph barrier and produced the first four-second Funny Car elapsed time. Further, his engines have won NHRA Pro Stock championships and hundreds of national events. Today his company continues to lead in aftermarket cylinder head, intake manifold and engine block designs. Here is Dart’s latest block: the SHP 400 for small-block Chevrolets. Dart introduces new SHP 400 engine block 2.65in 400-style main journals 4.000in or 4.125in cylinder bores Siamese cylinders with 0.230in minimum wall thickness at 4.165in bores 0.625in thick decks with blind head bolt holes True priority-mains oiling system ensures reliable lubrication at high rpm Compatible with stock components   Troy Michigan:  Dart Machinery has introduced a new SHP 400 engine block. An aftermarket replacement for the Chevrolet small-block, the SHP 400 is a high performance cast iron block, featuring the larger diameter (2.65in) 400-style main journals. Developed for hot rodders, oval track and drag racers, off-roaders and high-performance marine enthusiasts, the SHP is created as an affordable high-performance block. Priced... read more

Hot Rod Drag Week: 44-year old Camaro sets fastest ET in Drag Week history

By Sam Logan Bowling Green KY: On the first day of the five-day 2013 Hot Rod Drag Week, Tom Bailey’s 1969 Camaro performed a record-breaking quarter-mile pass in 6.72 seconds at 214mph. No wonder then that the magazine’s Editor-in-chief David Freiburger expressed surprise on a video clip on the last day when Bailey’s Camaro had completed the 1,200 mile road trip recording an amazing 6.78sec at 217mph. Unsurprisingly, he dominated the Ultimate class, setting the fastest average ET of 6.83 seconds at 214mph.  Furthermore, Bailey recorded five 6-second passes during each of the five days at five different tracks and completed the event without changing tires or even an engine component. His lowest ET was logged at 6.70 seconds and his highest mph at 217. Bailey’s touring passenger Steve Morris said, “The event was trouble-free. All we did each morning was to check the valve lash and change the oil.” Built and installed by Steve Morris Engines of Muskegon, Michigan, around eighteen months ago, the 615cu in big-block Chevrolet power unit uses twin 94mm turbochargers and is powered by Holley Dominator electronics. Chassis work was completed by Clocks Off Racing. “We ran 22 to 23lbs of boost during Drag Week,” said Steve Morris. “The engine combo was producing approximately 2,100hp at the rear wheels, which we verified on our chassis dyno. Still, it’s nowhere near its maximum output of over 3,300hp at 34lbs of boost.” At this engine’s heart are a set of custom Steve Morris Diamond pistons and Trend’s H13 tool steel piston pins. From Mishawaka, near South Bend, Indiana, Drag Week veteran Norm Beerhorst of Ultra Tech... read more

Goodwood Revival: Ever wondered what it would be like to live in another time?

By Sam Moore  Photographs by Moore Good Ink Let’s stipulate the time period starts in 1948 and ends in 1966. Like any bygone era this time period would be characterized by its music and its fashions, its aircraft and its road transport. But for the racing enthusiast it would be distinguished by its fine cars and motorcycles. An impossible fantasy? No it isn’t. It is the reality known as the Goodwood Revival now the highlight of each racing season. Each September racing enthusiasts, many with their wives and partners, dress-up in period attire and sally forth to Goodwood near Chichester in West Sussex. Less than two hours distance southwest of London, the Goodwood estate is opened to the public where one hundred and twenty thousand devotees revel in historical air displays, fashion, and a 15-race program like no other over three days: Friday, Saturday and Sunday. Tellingly, when avid racing enthusiasts emphasize, “You will never see racing like it,” believe them for you are in for the treat of a lifetime: multi-million dollar historic race cars driven at full-chat is the feast before you. But that’s not all, there are hundreds of booths to peruse, offering everything imaginable. In fact, there’s so much to see you could easily spend the three days on walkabout and see nothing of the racing. We’ve been buked: we are pilgrims of pleasure! The precursor to the Goodwood Revival begins with Thursday evening’s cricket match. Cricket is the English bat-and-ball game played between two teams each with 11 players on a field at the center of which is a rectangular 22-yard long pitch. This particular game pitted Lord March’s... read more

Dale Eicke’s replacement at Dream Chaser Racing

By Ben Mozart Amarillo, TX: In the wake of Dale Eicke’s untimely death in August, 2013, Brad Klein, his employer and proprietor of Dream Chaser Racing Engines, is seeking a replacement. “We’d like to find someone who can bring the unique knowledge that Dale contributed,” said Klein, “and though I don’t know that Dale can be replaced, I am certainly short handed and I’m trying to find the right person.” In the past, the firm employed a cylinder head specialist and an engine machinist that could also perform the assembly work, but currently they are seeking the combination that Dale offered. Ninety percent of Dream Chaser’s business entails the careful preparation of high-end drag racing engines, most of them naturally aspirated. The tasks include cylinder head preparation and automotive machine work and fabricating. “Dale was pretty handy in this environment, remarked Brad Klein. You give him a lathe, a mill, and a TIG welder and there wasn’t much he couldn’t create—and it didn’t take him long to do it.” Those interested in this new prospect who feels qualified please call (806) 371-7288 or contact Brad Klein at:... read more

Power steering: Three common shortcomings, two helpful tips

By Freddie Heaney –   Photography by Moore Good Ink: In the early 1990’s, before power steering became prevalent in F1 racing cars, Michael Schumacher, statistically the greatest driver the sport has seen, remarked, “You have to carefully judge the amount of steering angle required as you turn into a high-speed corner, as it is very difficult to correct if your assessment is wrong.” His comment came as a result of increased steering caster angles, functioning at 9-12 degrees that made the steering heavy. The problem was further exacerbated by increasingly high aerodynamic down forces. Over twenty years later, power steering still has its abiding problems: slow response; unnecessary parasitic losses; and premature pulley failures are three of the most common. But first, commit to memory these two valuable tips. 1) Should a power steering pump fail, ensure the lines are subsequently flushed clean. If not, the new replacement pump will be immediately sabotaged by shrapnel remaining in the system from the original failure. 2) Power steering hoses, in common with all high pressure hoses, are typically made from layers of rubber, steel braiding and cloth. If you use an abrasive cut-off wheel on power steering hoses, it will cause the rubber to melt. To complicate matters further, sand particles from the abrasive wheel together with metal particles from the braided steel will adhere to the melted rubber. Later, when the system is assembled and operating at normal temperature, the globules of rubber with sand and metal particles glued to the inside of the hose will melt. Soon after, they’ll be delivered to the pump, which they’ll destroy, usually in... read more

How F1 cars achieved constant ride height

By Bertie Scott Brown:  Dave Hamer, who helped develop the highly successful hydraulic system now in widespread use on Formula One cars, was one of dozens of racing personalities attracted to this year’s Goodwood Revival. In 2009 Hamer, a senior R&D engineer at the Renault F1 team, formerly Benetton and later rebadged Lotus F1, developed a hydraulic system called Pro Pitch System (PPS) that strived to maintain constant ride height. As a consequence it brought much benefit to the car’s aero systems. The system came about when head of R&D, Robin Tuluie, handed Hamer several hydraulic rams to replace the center springs on the seven-post rig car and said, “Have a play with these.” Though the units were too small, they awakened an enticing proposition. As most racing followers know, ride height particularly front ride height plays a critical part of any successful F1 car. They all require a stiff, stable platform and as the car travels faster, the closer it moves toward ground level. Powerful aerodynamic energy pushes down on the car and transmits the forces through the tires. “Since the banning of active suspension in 1993, explains Hamer, “we had strived to control the car’s ride height without conceding mechanical grip. So for the 1994 season, we tried using some of the car’s damping forces to pump the suspension up, similar to the technology used in Boge dampers. At that time Boge supplied dampers to BMW for use on their touring motorcycles. Their chief objective was to achieve consistent ride height regardless of whether the bike was carrying a passenger or luggage. “Later we fitted a 10kg... read more

Over $80,000 bounty to 2013 Engine Masters Challenge winner

By Archie Bosman Contingency sponsors have guaranteed a handsome reward that could exceed $80,000 for the 11th Annual 2013 AMSOIL Engine Masters Challenge.  The competition, which celebrates the gathering of the country’s finest engine builders—around 33 contenders— will be contested at the University of Northwestern Ohio (UNOH) in Lima, October 7-11, 2013. The Challenge, which measures engine power produced on a dynamometer, begins each day at 8am and ends at 5pm from Monday to Thursday. On Friday, October 11, the top five scoring contenders compete in the final round eliminations, starting 7:30am and ending 3:30pm. Half an hour later, at 4pm, the awards ceremony will be conducted, followed by tear-down and inspection at 4:30pm. Top participants are likely to be four-time winners Jon Kaase Racing Engines and BES Racing, as well as last year’s champion SAM (School of Automotive Machinists). For this year’s competition Kaase has prepared two engines: a 4-valve Modular motor and a Boss hemi. Regarding this year’s prize winnings, EMC organizers have reverted to the policy of earlier times, wherein the majority of the spoils go to the winner: second place receives one-thirtieth of the victor’s purse. To their everlasting credit, forty-seven sponsors have emerged to maintain the prestige of the 2013 Engine Masters Challenge. These include Diamond pistons, Total Seal piston rings, Demon carburetors, Holley carburetors, fuel injection and intake manifolds, Jon Kaase Racing cylinder heads, MME engine blocks, Stefs oil pans. Revived by MME (McKeown Motorsport Engineering), the world’s first aftermarket Cleveland engine entered production earlier this year. It is called Titus. Finally, recent news from Dart alerts us to the coming of an... read more

New lightweight, aluminum oil pumps for 429-460 big-block Fords

By Archie Bosman   Intelligent compromise has been central to Kaase’s success in aftermarket engine sales. For example, raising induction ports in his street-style cylinder head designs would unmistakably increase power output: “But we’d sell half as many engines and components because they are no longer universally affordable—they’d require custom intakes and exhausts.” His memories as a 22-year-old, burning the midnight oil while attempting to compete in Pro Stock and with no money, remain vivid. Here is Kaase’s latest news for the battalions of big-block Ford enthusiasts: a new, aluminum, direct bolt-in oil pump.   Redesigned to eradicate fractures at mounting base Improved idle and high rpm oil pressure Winder, GA: One of the main problems that beset tuners of big-block Ford engines is oil pump failure. The casting develops a fracture at the section change around its mountings, which rapidly propagates like a sound wave and the oil pump falls into the oil pan without warning. It is a sobering, unwelcome drama that’s best avoided. Though the stock oil pump behaves reliably within its stock environment, for engines that are tuned or modified, oil pump failure is almost inevitable. To survive this hazard Jon Kaase Racing Engines introduced a robust, upgraded, cast iron oil pump in April 2009. Now the firm has released details of a new, vastly lighter aluminum version to supersede their earlier iron units. Available for front sump or rear sump applications these new Kaase pumps retain their sturdy, long section mountings and use the same impeller mechanism employed on their championship-winning Kaase 820 CID Pro Stock engines. Equipped with dual oil feeds to the... read more

Stacey David’s Gearz moves to MAVTV: New series starts October 2013

By Fergus Ogilvy Rattletrap Productions, Inc. has announced Stacey David’s GearZ® will begin airing on MAVTV starting October 2013. More appealing still is word that an all-new season of GearZ is scheduled to premiere in early spring 2014. Episodes will air on Fridays, including Prime Time, and on Sundays. Why the change? “In searching for a new network,” concedes Stacey David, “We were astonished at the Jersey Shore/Honey Boo Boo mentality adopted by the major networks. Many actually told us they were more interested in promoting shows that emphasized stupidity and buffoonery, as opposed to quality, intelligent programming. That’s why we’re excited to be moving GEARZ to MAVTV.  “Fortunately,” David continued, “MAV understands the gearhead mentality and embraces the lifestyle. Better still, they have a plan to build a network that enlightened Americans want to see. With the explosive growth of MAVTV, it won’t be long before they become the destination for automotive programming. We look forward to being in the middle of that.” New Gearz website accessible by all electronic devices To complement the new network, Stacey David is also unveiling a newly designed website that can be viewed by electronic devices of any size: smart phones, tablets, or laptops. The website ( or will continue to include information about Stacey, his projects, new product innovations, and the TV show. In addition, plans are afoot to roll their current into a more user-friendly, cutting-edge social platform re-titled GearZNation©. Registered GearZNation members will need only an internet connection to watch new (and archived), full length episodes of GearZ. Moreover, GearZNation will offer exclusive feature videos, opportunities to... read more

Arch rule of carburetor tuning: Ignition first

By Sam Logan. Photographs by Moore Good Ink:  Download text and hi-res images here. The cardinal rule of carburetor tuning is Ignition First. Once the static ignition setting and the ignition advancing mechanism in the distributor is correct, the air-fuel mixture can be tuned for full power and fuel efficiency. High-performance carburetors, intake manifolds, cylinder heads, camshafts, and other tuning components are all dependent upon correct ignition timing; if the spark is not delivered at the proper time to the combustion chamber, the quest for optimum power or economy is impaired. But the distributor has vanished! Tuning contemporary hot rods involves electronics and computer software. Sensors abound. They sense Manifold Absolute Pressure, Mass Air Flow, crankshaft position and so on. They report to an ECU (engine control unit) that constantly ascertains all the variables and tells each spark plug when to fire. Where there was once a distributor, multiple coils now exist, often one on each spark plug. Still, what a joy it is to understand the psychology of the hot rodder who lusts for a carburetor and a distributor. And, ironically, older vehicles can be simpler to tune. They require no fancy equipment or computer knowledge, often just a timing light, a screwdriver and a few wrenches. Brief background on points-and-coil ignition Before sophisticated electronic management systems arrived, we used the points-and-coil ignition system that first appeared on the 1910 Cadillac. A distributor was employed to determine when each spark plug should fire. An engine-driven mechanical cam in the distributor rotating at camshaft speed operated a set of breaker points. The points switched electrical current to the coil which converted it... read more