The woman who mastered the LS Fest…twice

By Martha Maglone: Brenda Cox has a gift for drag racing. In Bracket and Index events in 2017, she won two NMCA races back-to-back at the Auto Club Dragway in Fontana, California, and conspicuously repeated the double triumph by winning the LS Fest West in Las Vegas in 2017, the inaugural event, and again in 2018. Performing two passes at 12.25sec and another at 12.26, she recorded the most consistent series of runs of the entire event. She also won Best Package in the Three Pedals Rumble LSX class. An index contest co-sponsored by TorqStorm, she claimed ownership of one of the Michigan firm’s finest supercharger kits as well as winning the title, trophy and prize money. The best package, which applied to the first round of competition, refers to the driver’s Reaction Time and deviation from Dial-in. “You add your reaction time,” she explains, “to the amount you ran over on your dial-in. Well, I was .045 over on my dial-in, and when you add that amount to the reaction time (.174), my total package was .219.” Brenda, from Victorville, California, has been participating in the sport for the past 12 years. She purchased a new GTO in 2005 and began racing it the following year. “A friend invited me to an event at Fontana and I was hooked!” “I love my racing—I was thrilled by the way things turned out in Las Vegas,” she said. But winning successive events is quite the achievement. So, how did she manage it? “My level of concentration at the lights has probably been my greatest strength,” she replied.  On her last... read more

The 4-link system – credit where due please!

In response to our Don Garlits article of 12 Nov 2013 on the pioneering of the rear-engine dragster, one of our readers, Mr D. Smith, made this noteworthy comment concerning the invention of drag racing’s ubiquitous four-link system: “Connie Swingle, who was instrumental in many of Garlits’ successes, was sharp, but Jerry Dawson of St Louis was clearly one of the first to build a rear-engine dragster. I have a faint recollection that Dawson and Connie knew each other. Sadly, intelligent inventors don’t always receive the credit they deserve. I conceived and produced the first billet 4-link system. It was adjustable in 1/8in increments. Although pictures were featured in an issue of an 1998 National Dragster after we debuted the design at the US Nationals on Labor Day weekend, it took NHRA a few issues before publishing it. Then miraculously, 3-plus years later, Don Ness is credited with inventing and patenting the first 4-link system with infinite adjustment. Actually, those were my exact words to National Dragster’s writer who wrote that exact phrase in the N/D issue, which featured a full-page article on the race car. Don’s patent used my exact verbiage to describe what everyone with an NHRA Dragster subscription saw years earlier. God bless Don, for Lord knows we all copied many of his innovative ideas. But he certainly copied mine, has sold millions of dollar’s worth of my intellectual property, and will continue to receive the credit because he patented it. Stealing intellectual properties is not just restricted to the dubious acts of foreign countries, it happens here everyday.”... read more

41st Classic Motorsports Mitty presented by Hagerty:

An annual festival celebrating historic and vintage racing. By Vic Moore:   It was Lord Melbourne’s unfaithful wife who said of Byron—he’s mad, bad, and dangerous to know. This was how I felt about Road Atlanta nearly two decades ago when I first took to the track in a 1-liter Suzuki GSXR-powered Radical D-sport. Reaching a 1m: 33s lap time took forever to accomplish and later persuading it into the twenties, with 1,300lbs and few of today’s aero efficiencies, was faster than I wanted to travel. At the track’s fastest point, on the back straight after it veers gently left and then plunges down into the second-gear left/right kink, Turn 10, the Radical reached 127mph. Then pointing northward, it was swiftly up the hill and under the bridge overlooking the track’s administrative building. At ever increasing speed, the car swept down the other side to conclude another lap, motoring through Turn 12 with its defiant bump awkwardly positioned on the racing line as well as a required gear change. But it was on the other side of the track, when rushing down through Turns 3 and 4 and the Esses in the wet that still reverberates in the memory. In those conditions, if the car touched a curb on the way down the mountainside it was instantly out of control and onto the grass and then… who knows. To those of us with mediocre talent but determined to press on anyway, it was intimidating but that’s precisely why the challenges of those Road Atlanta races, particularly those held in inclement conditions, remain burned into the consciousness. Like the adventures... read more

Powermaster Performance announces compact, powerful alternator.

This 100mm Denso-style alternator weighs 6.4 pounds, delivers 35amps at idle with 75 amps peak, making it ideal for traditional hot rods, circle track and many drag race cars. With a Denso-style housing exclusive to Powermaster and its ability to mount directly in place of a lower output 93mm model, this 100mm alternator is available with a V-belt pulley in natural or polished finishes as well as in a durable black coating without a pulley. Powermaster also offers several low mounting bracket assemblies for small- and big-block Chevrolet engines as well as for 9in and Quick Change rear ends. ♦ Lightweight 100mm Denso-style housing weighs less than 6.5lb ♦ Efficient design produces 35 amps at idle, 75 amps at high rpm ♦ One-wire connection for a clean, simple installation ♦ Machined mounting points for perfect alignment and a complete ground path   XS Volt 100mm Denso for 12-16 Volt Systems For racers running 16-volt batteries, Powermaster also offers an XS Volt version of the new 100mm alternator. The XS Volt 100mm model features a unique voltage control system that allows the voltage output to be adjusted from 13.5-18.5. This feature enables racers to run their electronics at full operating voltage, which is important for ignition systems and fuel pumps. Adjustments are made through an easily accessible potentiometer.   Natural w/ Pulley Polished w/ Pulley Black w/o Pulley 100mm Denso Alternator 8173 28163 8163 XS Volt 100mm Denso 8174 28164 8164 If you have any questions about the new 100mm Denso-style alternator or other Powermaster alternators and starters contact JR Richmond at (630-957-4019). read more

TorqStorm’s new facility, its grounding, and its foray into Drifting

By Alfie Bilk: TorqStorm Superchargers has announced it is selling its existing 10,000sq ft premises in Wyoming, Michigan and purchasing a new building of 25,000sq ft located about two miles away at 2909 Buchanan Avenue. They hope to take possession by August 2018. The company was founded and developed by two car enthusiasts, Chris Brooker and Scott Oshinski, with life-long affection for power and speed. Together they own Accelerated Tooling LLC, a successful CNC-machine shop housed in the same building as their supercharger enterprise. Pioneering a centrifugal supercharger Both Brooker and Oshinski emerged from the tool and die profession where precision and thoroughness is foremost. Predictably, when they had built the initial prototypes, they tested them for over two years before releasing their new designs for sale in 2009. Adding an independent oiling system to the supercharger was regarded as essential from the earliest design stage, and Brooker was adamant that the product should be covered by a lifetime warranty. But the unit’s central provisions are its sturdy blend of billet aluminum components and its ability to produce about 40 percent power increase over base with 7psi of boost pressure. Also, the supercharger’s rampant power is generated barely off idle. With its turbo-inspired compressor wheel, it commonly builds boost as early as 1,800rpm and continues with gusto to 6,500. Light, robust, energy-dense and most enticingly of all, the TorqStorm at $2,800 is inexpensive. In 2017 the company enjoyed its most productive year to date.   Drifting: The flourish of youth, a TorqStorm supercharged LS-powered Nissan and its eye-catching livery for Formula Drift 2018     In the higher tiers... read more

New 3.5in aluminum driveshafts and 850hp axles for 2018 Mustang S550.

Wichita, Kansas: GForce Performance Engineering has introduced new one-piece aluminum driveshafts and 850hp axles for the 10-speed automatic transmission Mustang S550. Precision engineered and for use in high-horsepower vehicles, these driveshafts feature solid-core U-joints. They are also high-speed balanced and supplied as a direct bolt-in factory replacement with perfect fit and alignment. By omitting the CV joint, 5lb of unnecessary weight is removed from the front of the driveshaft, reducing stress and loads on output shaft and seals and eliminating CV joint wear and service. OEM driveshaft rubber couplers are also eliminated.   3.5-INCH ALUMINUM DRIVESHAFTS Both front and rear adapters attach to the stock yoke or flange and all necessary hardware is supplied for a trouble-free installation. Designed to maximize improved acceleration and response while handling increased stress and abuse, they weigh an average of 17 pounds.   Features include: ♦ 6061-T6 aluminum driveline tubing ♦ Splined slip-shaft design ♦ Solid core HD U-joints front & rear ♦ CNC-machined billet adapters (if applicable) ♦ Direct bolt-in installation ♦ Peak HP & torque increase ♦ Reduced rotating mass ♦ Increased fuel economy   Mustang S550 (2015+) 850 HP Axles, Left and Right   Completely redesigned from ground up, the all-new GForce Engineering Axles for the S550 Mustang are unlike any entry-level axle on the market. This axle set uses CNC-machined billet CV internals, one-piece CNC-machined inner and outer stubs and the strongest axle bars available in this configuration.   Source GForce Performance Engineering Wichita, Kansas Tel: (316) 260-8433... read more

Kaase goes off-shore with Miss Geico.

By Ben Mozart: Have you ever read online discussions on off-shore power boat racing?  For the young and the young at heart, it seems to offer an irresistible future, an intoxicating new world they wish to be part of. For Kaase, the prospects of entering this new world came in 2015 when his engine shop was approached by the West Palm Beach-based Miss Geico power boat racing team. Though the team’s engines were fast they were not always reliable, so their crew chief, Gary Stray, then contesting his fifth season with Miss Geico in the premier class, flew to Kaase’s north Georgia location for discussions. His race boat team urgently needed an injection of top-flight talent. Stray (48), who’s in charge of Miss Geico’s entire engineering operations of which the engine package is a major part, knew his engines’ architecture would be a departure from Kaase’s normal fare. Geico’s power is derived from two 550cid V8 twin-turbocharged engines in each boat configured with double overhead cams, each generating 2,000hp and operating with fly-by-wire throttle control and boost control. So, he predicted a steep learning curve for any race engine shop that didn’t know boats. But Stray also knew of Kaase’s meticulous preparation and race engine history, including the numerous diverse power units that distinguished themselves so well in the national Engine Masters Challenge events. “We gave him all the data from the boat and other info we’d learned,” said Stray, “and he began attending the races with us to see how everything worked. We race Class 1 boats—which is an unlimited class, meaning you can race whatever you desire.... read more

Obituary: Steve McAllister (1956 – 2018)

By Victor Moore:  The inventor of modern drive plates for boats and dynamometers Steve McAllister died from liver failure at his home in Monroe, Georgia on Saturday, 7 April, 2018. At age 62 he had been in declining health since initially diagnosed with kidney troubles, then more accurately with stage-four prostate cancer in December 2015. Though without pain, his final weeks were disrupted by chemotherapy as the insidious disease invaded his bones. Like many of us, Steve McAllister might have expected his name to sink to oblivion, but as fate would have it he is one of the beloved engineers of our time. An enticing conversationalist and generous friend, it was friendship that structured his life and work, together with an inventiveness and engineering legacy that befits an ingenious career. Born in Glendale, Southern California and growing up in the Sacramento area of Northern California, he returned to Los Angeles after graduating to start his career with Mr. Gasket. Engaged in their Mallory division, his work included productive collaboration with Top Fuel racer Jeb Allen. After marrying in 1979, he joined Cyclone Headers, remaining in California before moving to Speed Distributors Warehouse in Chattanooga, TN in 1981. While there, he represented the firm in outside sales. This period was followed by thirteen-year tenure at Manley Performance as a southeast salesman. It was during this time his passions were stirred by the potential for designing and developing flywheels and drive plates for off-shore powerboats. As a result, he and his wife, Cindy, formed a side business, Innovation Engineering at their Georgia home premises. Says Harold Bettes of Power Technology Consultants:... read more

We should have done better in promoting it:

Relying on your own initiatives for growth. By Victor Moore:   Writing lives or dies on read times. If you prepare a seven-minute article for your website or general consumption and the average read time reports 2mins 22secs, you lost your reader. You may think you prepared work of value but its value was zero. Time and money wasted–your straight-talk express with no wheels on it. When composing website materials, it’s probably better to omit mission statements and similar content, for few read them. Old-fashioned and usually disingenuous, these types of materials are not just confined to the written word, for videos that contain them are also annoying. One of the most agonizing was produced some years ago by Delta Airlines, whose CEO spoke interminably of his company’s mission and its endless admirable qualities. The captive listener was buckled to a seat with no mute button and no escape. I once observed a woman beating the seat-back monitor with both hands in exasperation. All commercial operations should be aware of the old adage: When a company boasts of its integrity, or a woman of her virtue, avoid the former and cultivate the latter. The better path to creating value is to compose compelling content. Years ago, I asked engine builder Jon Kaase about his topic for the AETC conference at that year’s PRI exhibition. “I’m hoping to tell my audience something they didn’t know before,” he replied. He was right, for in the art of engagement, enlightenment trumps all. And if you can pepper your content with credible testimonials or quotations from noteworthy sources, so much the better. This... read more

Give it the gas! Why gasoline may be a better choice for your next truck.

By: Ray T. Bohacz: As racers and enthusiasts, it is hard to not fall in love with a 900 lb-ft diesel pick-up truck; one that flattens the hills with the goose-neck trailer hitched on the back. But if you are contemplating the purchase of a new tow vehicle for your toys, you can start with car financing Ontario and also it may be wise to take a look at today’s gasoline engines. I think their performance will surprise you. Diesel disadvantages The two major obstacles are the upfront cost and the complexity of the emission control systems. Order a diesel in a pick-up truck and you just added around $8,600.00 to the price over its gasoline counterpart. Would that money be spent better elsewhere? In most instances I believe so. What you receive with a diesel is a huge amount of torque over a gasoline engine. Torque is what moves the load. We all “buy” horsepower but “drive” torque. The diesel combustion process allows the cylinder pressure to remain more constant than that of a spark ignited engine. In addition, all pick-up truck diesels are turbocharged. This fills the cylinders with more air, tricking the engine into thinking that it is larger than it really is. Between the combustion characteristics and the forced induction, the diesel is a real torque monster. However, modern gasoline engines have become more powerful and are superior in performance to the diesels used in pick-up trucks just a few years back. Let’s look at a comparison of then and now: 1988 Diesel 1998 Diesel 2018 Gas Ford 188 HP/345 TQ 215 HP/425 TQ 385... read more

Oil Leaks, Tuning Issues, and Proper Crankcase Ventilation

By Gordon Young: Is improper control of blow-by gases in your crankcase causing problems in your engine?  If any of these questions below sound familiar, then read on. “Why does my engine leak oil?  I took care when fitting the gaskets and seals.” “Why do my valve covers persistently display oil around the breathers?” “Why does my car smell oily?” “Why can’t I perfect my idle tuning?” Imagine a small tailpipe constantly pumping combustion byproducts into your engine’s crankcase.  In effect, this is what is happening when your engine is running.  Blow-by gases entering the crankcase by leaking past the pistons and rings during the combustion process need proper evacuation.  If left unchecked, they cause numerous side effects, inducing engine problems that may seem unrelated. Side effect #1:  Crankcase pressure (“My engine leaks oil”) The job of the Positive Crankcase Ventilation (PCV) system is to remove blow-by gasses from the crankcase by vacuum and recirculate them via the intake manifold to be burned in the engine.  If the engine is producing blow-by gases faster than the PCV system can dispose of them, an increasing surplus becomes trapped in the crankcase, causing excess pressure and, inevitably,  oil leaks.  Even the most carefully sealed gaskets leak when confronted by rising internal crankcase pressure. A properly functioning PCV system will expel the gases from the crankcase faster than the engine produces them.  In addition, the low-level vacuum draws in fresh air to the crankcase from the crankcase breather. In 99% of normal driving conditions, this is how a properly functioning PCV system works. Obviously, the gasket’s job is made easier when the crankcase... read more