Muscle Mustang & Fast Fords magazine celebrates 25 years

Tampa Florida: Muscle Mustangs & Fast Fords magazine is celebrating its 25th anniversary this year. And to help celebrate a quarter century of innovation in Ford power, it is building an over-the-top project, dubbed “Hypersilver” to be unveiled at the 2013 SEMA show. Featuring styling cues from the past two and a half decades, and a few that have yet to be seen, Hypersilver will be the most extreme Fox-body project car the magazine has ever undertaken. At the heart of Hypersilver will be a 427cu in P-38 engine from Jon Kaase Racing Engines. Expected to make over 600 horsepower, the Windsor-based engine will feature a JKRE cross-ram intake with their acclaimed canted valve P-38 cylinder heads on a Ford Racing Boss block. For more information, go to www.musclemustangfastfords.com or pick up a copy of Muscle Mustangs & Fast Fords at your favorite... read more

Blow-through carburetors: 650, 750, & 850cfm Mighty Demons

 By Fergus Ogilvy Bowling Green, KY: For turbocharged and centrifugal supercharged applications using a bonnet, Demon Carburetion offers three Mighty Demon Blow-through carburetors. Operating with up to 18psi of boost they are available in 650, 750, and 850cfm. To increase the vacuum signal to the carburetor under boost and to enrich the calibration, they are equipped with annular boost venturii, large screw-in power-valve channel restrictors in the metering blocks, and 0.130in needle-and-seat valves in the fuel bowls. The bowls also contain non-collapsible solid nitrophyl floats, unlike their brass counterparts. Air bleeds are appropriately sized. These new calibrations are said to hold a flat fuel curve. Even at higher rpm the main circuits sustain constant BSFC (Brake Specific Fuel Consumption) values and air-fuel ratios. The idle circuits, which often carry the responsibility for part-throttle cruising, demonstrate fine non-boosted drivability. On the bottom side of the base plate, machined, right-angle channels are visible. These introduce a source of boost pressure to four machined grooves on the throttle shafts. This innovation seals the shafts and prevents pressure escaping from the carburetor. For security, screw-in vacuum fittings replace the common pressed-in types. Other interesting properties of these carburetors introduced by Demon in the late nineteen-nineties are easily recognizable. These include billet metering blocks and base plate with the distinctive Idle-Eze air valve as well as replaceable air bleeds, and idle-feed restrictors. To prevent galling in the bores of the aluminum base plates, the throttle plates are mounted on Teflon-coated throttle shafts. Introduced in late 2013, their part numbers are as follows: 650cfm 5282020BT 750cfm 5402020BT 850crm 5563020BT For further information contact:Demon Carburetionhttp://www.demoncarbs.com To... read more

Jon Kaase, one of four top engine builders to field first Q&A Session at PRI Show.

By Archie Bosman Plan to attend this lively Q&A Session where four top engine builders covering the circle track, sprint car, dirt late model and drag racing segments will field questions from an audience of attendees. Scheduled for 8:00 – 9:00 a.m., Friday, December 13, 2013, at the Indiana Convention Center, Meeting Room 231-232 panelists include Keith Dorton (Automotive Specialists); Jon Kaase (Jon Kaase Racing Engines); Vic Hill (Vic Hill Race Engines); and Ron Shaver (Shaver Racing Engines). Theater-style seating for 200 will be available for this rare event and topics will cover “how to run a successful race engine business”, “tips of the trade”, and more. More importantly, questions can be submitted prior to the event via social media and email – look for news from the staff at PRI magazine. Kaase’s Background Jon Kaase earned a degree in mechanical engineering, created race engines that won a dozen Pro Stock championships, succeeded in winning the Engine Masters Challenge four times, and has presided over the company that bears his name for almost 34 years. Kaase, 60, started competing in drag racing while still at high school. He moved to Atlanta, Georgia at the beginning of 1977 to work for Dyno Don Nicholson and by year end celebrated the move by claiming the NHRA Pro Stock title. In November 1979 in Norcross, Georgia, he formed his own company, Jon Kaase Racing Engines. Later in 1998 he designed a purpose-built shop and moved his business to Winder, Georgia, from where the company operates today. Around 2007, the firm expanded its operations into the hot rod market when they introduced the... read more

Compression Lesson

An engine’s compression ratio has a direct effect on it’s on-track performance, according to Dick Boyer of PMB Performance Products.  “If  you pay attention, you’ll see it nose over at the end of the straightaway,” says Boyer. “The engine won’t accelerate any faster—it’s a classic symptom of insufficient compression.” Selecting the compression ratio for a race engine is often influenced by the cylinder-head material: cast iron or aluminum. Aluminum heads dissipate heat faster than their cast-iron counterparts, thus on a specific fuel they permit higher compression ratios without detonation.  Read the entire story in the August 2013 issue of Speedway Illustrated by clicking the image... read more

The Snake & Mongoose movie premiere dates

By Ben Mozart Before The Snake & Mongoose movie is made available for general viewing in theatres across the country in September, it will be premiered at a series of venues between August 9 and 29. Some of these showings are invitation-only; their principal purpose is to raise money for charity, chiefly the Leukemia and Lymphoma society. Such an event takes place at the Egyptian Theatre on Hollywood Boulevard, Hollywood, California at 2pm on Monday, August 26. Originally opened in 1922 and serving as the venue for the first-ever Hollywood premiere (Douglas Fairbanks starring as Robin Hood), Grauman’s Egyptian Theatre is one of the world’s most famous movie theatres. Following refurbishment costing almost $13 million the Egyptian was re-opened at the end of 1998. Public viewings The two viewings most likely to attract public interest are those that coincide with the Hot August Nights festival in Reno, Nevada, and the Woodward Dream Cruise in metropolitan Detroit, Michigan. On Friday, August 9, a red-carpet Hollywood-style Premiere covered by media at Cinemark Theater Reno takes place around 5:00pm. Tickets are available to the public through the theater or Fandango. Invited guests include former racers Don Prudhomme and Tom McEwen, actors Jesse Williams, Richard Blake, Noah Wyle, Fred Dryer, Ian Ziering, Ashley Hinshaw, and musician Billy Gibbons. Then on Wednesday, August 14, during the Woodward Dream Cruise a further screening will be held at the Palladium 12 in Birmingham, Michigan around 5:00pm.  ... read more

Inspecting a Multi-disc Clutch

by Jim Mozart Photos by Moore Good Ink Commonly, multi-disc racing clutches vary from 4.25-inch to 7.25-inch. Racers often favor the smallest diameter clutches available because they believe an advantage can be found in its lighter rotating mass. Yet experience demonstrates that smallness rarely makes an appreciable difference—except in diminishing the clutch’s durability. Some clutch makers fervently believe that the slightly larger diameter clutch with thicker friction materials can withstand much more abuse than its smaller counterpart. Constant racing starts, for example, on a small unit can result in severe wear. Such doctrine is firmly held by Ram, the Columbia, S.C., long-time racing clutch maker. Monitoring the condition of the multi-plate racing clutch is an essential yet simple operation. When replacing the friction discs during servicing, renew the full pack and ensure the pads are in vertical alignment to apply the clamp load evenly down through the pack. Also, oils and grease cause slippage and damage to clutch components. Always check the oil pan and main seals.  Here is how Ram checks their 6.25-inch Assault Weapon. Read the entire story as it appeared in Late Model Racer magazine here → For further information contact: RAM Automotive Company 201 Business Park Blvd. Columbia, SC 29203 Telephone (803) 788-6034... read more

Drag racing slicks: the man that brought Goodyear to prominence

By Ben Mozart Photography courtesy of Jim White Bob Shaffer assumed control of Goodyear’s drag racing division in 1975 and brought the Akron, Ohio tire giant to winning form in just eighteen months. Until 1975 the Watertown, Massachusetts firm M&H had dominated the drag racing tire scene, a time when Goodyear was not performing well. Shaffer, now 69, had started with the firm in 1967 and aided by the ingenuity of Tom McEwen and other racers, pioneered many innovations in drag racing tire development until he switched to the sports car racing division in 1982. “Heading the drag racing tire division was an easy transition for me,” says Shaffer, “because I knew the sport, I knew many of its participants, and I enjoyed the process of developing a race-winning tire. My drag racing years at Goodyear were the best of my career.” Goodyear’s aim: Prevail in Top Fuel and Funny Car categories Harry Schmidt had introduced the Blue Max in 1975 with Raymond Beadle as driver and with them Goodyear embarked on a massive drag racing development program. Their aim was to succeed in the Funny Car and Top Fuel divisions. “At the time, Prudhomme was the dominant Funny Car racer,” recalled Shaffer, “and could hardly be beaten. But in 1976 the Utica Flash, driven by Tom Prock, who later became Tom McEwen’s crew chief and subsequently Venolia Pistons’ General Manager, almost succeeded in defeating him in Canada. But weakness in his rear drive [ring and pinion] triggered failure and Prudhomme took the win. Still, we knew our tire development program was beginning to demonstrate an advantage.” But first... read more

Mont-Tremblant Historic races

By Bertie Scott Brown Photographs by Moore Good Ink By its nature the cut and thrust of professional sports, like big business, attracts its fair share of self-absorbed personalities—after all, they are at war; there can only be one winner! But in the historic racing arena things are very different. Here we have gentlemen who adore historically interesting racing cars. Often unique, exquisite machines, they bring them out perhaps half a dozen times a year to compete at some of our most celebrated circuits. Contrary to what you might think, these cars have been on mighty short commons during our recession, and only within the past few months can enthusiasts appreciate their flourishing numbers. Most race car preparation shops serving the Historic racing scene have been on their beam ends during the past few years. Lee Chapman of Lee Chapman Racing says, “Before the recession began we employed eight full-time mechanics, welders and machinists, but by last year we were down to one and a half! Happily the situation turned around earlier this year and confidence is rapidly returning. Proof of Chapman’s comments was unmistakable at the July 12-14 Mont-Tremblant Historic car races. An hour and a half north of Montreal lies the village of Mont-Tremblant which, except for the month of November, is remarkably active all year round: skiing in winter, racing in summer. As you entered the paddock at the circuit’s north end, the first sign of the feast to come was the irresistible appeal of Peter Gidding’s 250F Maserati. Giddings, born in Sussex, England, immigrated to the US about 30 years ago. He recently completed the... read more

Lash caps and hollow valve stems

Race Tech Magazine, July 23, 2013 Life is never easy for the valves in a racing engine. The pounding they received from the rocker arms is merciless, particularly in high revving applications or those where heavy duty valve springs are used. The situation is bad enough with steel or stainless steel valves, but things can reach breaking point when a comparatively soft material like titanium is used. One solution is to beef up the valves with hardened tips, but that only solves part of the problem – you still have a very limited contact area between the valve stem and the rocker arm. Click here to read the entire story online at RaceTechMag.com... read more

KING OF KLAMP

Ram’s single- and dual-disc assemblies for the Mustang 3.7 V6. By Ro McGonegal: It wasn’t that long ago (2008) when Ford’s 3-valve 4.6 Modular V8 produced 315 horsepower. Now, the 24-valve 3.7 liter V6 in the (2011-13) Mustang generates more than 305hp and 280 lb-ft of torque. To us, that indicates a very sturdy platform for safely increasing output. Concurrently, the ever-rising cost of fuel will likely be a natural promotion for the smaller displacement engine. Invigorate it with a supercharger or some other type of aggressive power enhancement and you’ll be experiencing nearly twice the engine’s original output. Since it is highly unlikely that the OE pressure plates and clutch cover could handle such largesse reliably and repeatedly, Ram offers seven new clutch sets (see chart), each with progressively increased clamping loads that facilitate torque increases from 450 to an amazing 1200 lb-ft. Three are single-disc designs and another four that maintain dual friction discs. All are engineered as direct fitments and each is paired with a billet Ram flywheel. Note that none of them require modifications to the factory release mechanism. Ram’s 10.5-inch single-disc clutch sets are offered as HDX, Powergrip and Powergrip HD and accommodate as much as 650 lb-ft of torque. All Ram flywheels are available in billet, either steel or aluminium. By nature, billet material weighs less than cast iron, so replacing the heavy factory dual-mass flywheel with a Ram billet unit reflects substantial weight savings: 10 lbs for the steel and 22 lbs for the aluminium version. And as everybody knows, a lighter rotating mass invites quicker acceleration. To facilitate even greater increases... read more

Demon wants to tell you how to tune carburetors—in minutes!

Text by Sam Logan. Pictures by Moore Good Ink. Engines produce vacuum, and over the past 130 years engineers have contrived ingenious ways to advance the carburetor’s powers to match engine developments. Aided by barometric pressure, ignition and compression, the carburetor creates the air-fuel mixture that promotes combustion.  What’s more, it mixes gasoline with air in the correct ratio for combusting at varying engine loads, engine and air temperatures and altitudes.  Carburetors work by pressure differential; high pressure flows toward areas of low pressure.  Through a labyrinth of small-bore drillings in the 4150-style four-barrel carburetor, the vacuum draws a potent mixture of air and fuel.  So formidable is the mixture, the carburetor has empowered naturally aspirated full-bodied 500 cubic inch drag racing cars to speeds in excess of 213mph in a distance no greater than 1,320 feet! On starting and at idle, the air speed is too slow to draw fuel from the carburetor’s main jets and through its boost venturii.  So idle fuel is drawn from a low pressure area under the carburetor throttle plates, which at idle are almost closed (see illustration No. 3 below).  As the engine gains speed, larger throttle openings provide sufficient air flow and the area of lowest pressure switches from the idle discharge ports to the boost venturii (see first illustration), which activates fuel flow through the carburetor’s main jets. On 4150-style carburetors, as displayed in these illustrations, the boost venturii reside within the main venturii and low pressure (partial vacuum) is created by the constricting shape of their bores—the bores’ narrowest part—which causes air speed to increase and, as a result,... read more

How Clever Induction Systems Build Potency in World’s First Aftermarket Cleveland Crate Engine—The Titus

By Sam Logan, Photography by Moore Good Ink: The world’s first aftermarket Cleveland crate engine was unveiled recently by the Waldorf, Maryland, firm McKeown Motorsport & Engineering (MME). They call it Titus. Though MME’s Titus crate engine distinguishes itself from its mighty predecessor of the 70’s and 80’s in many ways—internally balanced forged crankshaft, deck-plate bored and honed, priority mains wet- or dry-sump lubrication systems and so on—it is the multiple choices of induction systems that set it apart from the conventional crate engine. To this end MME offers five different cylinder heads for five different duties, and they require specific information to select the correct cylinder heads and induction system for every engine. The most important element in building a high performance engine—an engine that accelerates quickly—is to know the crucial rpm range in which it will operate. It’s also helpful to understand that high average power output prevails over peak power output—always—at least in a muscle car if not a dynamometer. In addition to stating the engine’s operating range, which influences the runner lengths of the induction system, MME needs to know the car’s weight. The induction system of a Titus engine powering a 2,000lb Cobra is obviously different to that of a 3,800lb Mustang. Gearing also has an effect on induction choice. For example, a Titus engine powering a gear ratio of 3.25:1, used predominately to propel the car at 1,500rpm along the street, dictates a different cam and induction system to that of one empowering a 4.11:1 gearing, operating at 3,000rpm. Hood clearance is a further consideration, although the Titus’s 9.2in deck height usually provides... read more