Speed Demon advances with new Liberty 7-speed innovation

Written by Moore Good Ink Taylor, MI: Sporting a new custom-made Liberty 7-speed transmission, the Poteet & Main Speed Demon continued to capture top Bonneville honors at this year’s Speed Week (422.509mph) and the subsequent FIA meeting (439.024mph) on September 17, 2012. Engine builder Ken Duttweiler said that the original Liberty 5-speed gearbox had all the strength we needed but the new 7-speed provided two additional lower gears. “They enabled the Speed Demon to accelerate away from the push truck much quicker.” They also reduced drive train loadings, as the rpm drop between first and second gears is now minimal. Duttweiler added, “We ran the 300cu in engine at Speed Week and the 368cu in at the FIA event. Both engines, which are Chevrolet-based with twin turbos generating 38psi of boost, are identical except for stroke length.” Earlier in 2012 Liberty’s Gears opened a metal enhancement division at their Taylor, Michigan factory, near Detroit’s Metro airport. Their enhancement procedures, which have been developed over the past 40 years in transmission development, improve the longevity of highly stressed racing components. Processes, including cryogenics, shot peening, and thermal stabilization, are used to increase the performance and the longevity of racing parts. Typically, these include drive train components, valve train components, and gears and the internals of shocks and pumps, etc. The cryogenics process, pictured at left, which lowers the temperature of the parts to 300 degrees Fahrenheit below zero, increases resistance to wear and fractures. Shot peening improves the part’s load capacity and fatigue life. Thermal stabilization improves resistance to surface fractures. NHRA 2011 Pro Stock champion Jason Line comments, “Liberty’s brings... read more

Johnson’s Mopar dominates European Pro Stock

Written by Moore Good Ink Santa Pod, UK: Each year J&J Racing’s Roy Johnson brings a fresh new presence to drag racing. With an astute engineering perspective and a committed Git ‘er done attitude, Johnson is living his golden era. Not only is his son Allen currently leading the NHRA’s Pro Stock points standing but also his highly-tuned Mopar race engines recently secured victory for Sweden’s Thomas Lindstrom in the FIA’s 2012 Pro Stock Championship.       Coming into the European final round at the UK’s Santa Pod raceway, held September 6-9th Lindstrom led the championship. In the final elimination, Lindstrom was paired against another Swedish driver, Jimmy Alund who won the event. But Lindstrom’s points lead prevailed and he carried the title.     Both Diamond pistons and Trend pushrods and pins are used exclusively in J&J’s Mopar engines.  ... read more

Sicilio claims 12th Bonneville speed record with Ray Barton's 498 Hemi

Written by Moore Good Ink Robesonia, PA: On August 16th during this year’s Bonneville Speed Week, Lee Sicilio driving his 1969 Dodge Charger Daytona, powered by a Ray Barton 498cu in Hemi, elevated the A/BGALT speed record from 257+mph to 273+mph. Sicilio, from Fort Worth, Texas, said “Our fastest trap speed of 283+mph occurred at the 5-mile marker. Though the air was pretty bad with a density altitude in the 6,500 to 7,000ft range, I ran a 2.00 rear end ratio with a 1:1 fifth gear in the transmission on my last run. This was the only record we attempted this year.” Lee Sicilio’s race engine was completed earlier this year. “Since about 2000, I’ve been running Ray Barton race motors and in that time we have succeeded in capturing 12 world land speed records.” How to trace the airflow at 300mph…          ... read more

Industry veteran Dave Ferrato releases new CD

Written by Moore Good Ink Anyone attending Indy’s Slippery Noodle blues joint during our winter trade shows will probably have heard Dave Ferrato. A former leading voice of the eminent magazine Speedway Illustrated, Ferrato, a New Orleans native, has been playing clubs in the French Quarter and surrounding stomping grounds since his twenties. An engaging and generous man with a keen insight on topics as diverse as Manx Nortons and Vincents to stock car racing, publishing and blues music, Dave has joined with some of his New Orleans musicians to create a remarkable album. Several years in the making and just released, this new CD “Later, on Decatur,” is a collection of songs about the unique and eccentric people, places, and situations of his hometown. A favorite “Feeling so unnecessary” combines Dave’s voice with all the energy of a New Orleans brass section! Check out Ferrato’s new CD here: http://laterondecatur.com/... read more

Useful calibration kit for Street Demon carburetors

Written by Moore Good Ink • Enables exact tuning for high-performance engines • Resolves tuning troubles caused by high compression, cams, altitude, etc. • Enables metering rod changes for fine incremental tuning • Accommodates jet changes for larger incremental tuning • Allows changes of metering rod springs for perfect idle • Banishes eye-watering exhaust fumes for sunnier disposition Dawsonville, GA: Demon Carburetion’s calibration kit (P/N 1921) enables engine tuners to dial-in exact air-fuel ratios for each specific engine. Whether additional fine-tuning is precipitated by altitude, exotic cam, high-compression, or engine displacement, or uneven distribution from an intake manifold at different engine speeds, this new calibration kit will fine-tune the fuel curve. It provides four different sizes of primary jets, six different sizes of metering rods, four different weights of metering rod springs, and two different sizes of secondary jets. All components are supplied in pairs and all jets and needles are stamped for easy identification. Generally, the metering rods are changed to adjust air-fuel ratios in finer increments; the jets are changed to adjust air-fuel ratios in larger increments. The tuning kit eradicates eye-watering exhaust fumes or puffs of smoke under acceleration. At the chassis dynamometer it enables the tuner to accomplish maximum efficiency. Street Demon metering rods reside in the primary jets only. At their lower ends the metering rods have two steps: an upper and a lower. The upper step has a larger diameter that functions at idle. At idle the metering rods, each of which is attached to a small piston, are drawn downward by vacuum into the primary jets and the idle fuel is metered... read more

Kaase’s Top Five: Jon Kaase talks engines

By Archie Bosman. Photos by Moore Good Ink: Jon Kaase’s standing was propelled to the forefront of his craft by winning the annual Engine Masters Challenge four times: 2003, ’04, ’08, and 09. But his reputation as an innovative engine builder had already been established over previous decades. Starting his career with the acclaimed Dyno Don Nicholson in 1977, Kaase was instrumental in winning the NHRA Pro Stock championship of that year. In later years he built engines for over a dozen IHRA Pro Stock championship winners. Today Kaase and his team continue to devote their time to building race engines and hot rod engines for all classes, including those with power-adders. In the following paragraphs Jon Kaase provides some insight into his top five power-plants. From his high performance small-block P-38 Windsor engines to Mountain Motor Pro Stock racing units here are some of his comments:   P-38 “The smallest one is the P-38,” says Jon. “These are cylinder heads that suit the 302 and 351 small-block Windsor engines. Initially, they attracted interest slowly, probably because our introduction was a protracted affair. But after six or nine months, sales began taking off, including many welcome orders from our Australian followers. “Now the P-38 has caught the eye of high performance car makers. In fact, we’re about to release a new shaft-style rocker layout and a revised valve cover.” The principal power gains from Kaase’s P-38, you may recall, were derived from its canted, larger diameter inlet and exhaust valves and improved port velocities. Deeper valve bowls with sweeping short turns in the intake and exhaust tracts were further... read more

New Speed Demon 8-hole annular-discharge booster carburetors

Written by Moore Good Ink Seasoned tuners speaking of annular-boosted carburetors will tell you of their fine atomization qualities and their impressive capacity for generating torque, especially at low engine speeds. At high engine speeds on smaller CFM carburetors they might express a hint of caution concerning slight richness. But on competent street machines with the right combination they generally insist the annular is often in a class by itself. •Annular discharge boosters improve fuel distribution •Atomize fuel more efficiently •Generate greater torque especially at low engine speeds •Achieve better throttle response on street vehicles •Produce convincingly better part-throttle drivability •Invigorate engines impeded by lethargic air speed Dawsonville, GA: Demon Carburetion has unleashed 4 new annular-discharge Speed Demon carburetors: two 650cfm and two 750cfm. Both models are available with either mechanical- or vacuum-secondary throttle mechanisms. Their chief functions are to increase engine torque, especially at low engine speeds, and to provide first-class throttle response and drivability. This is achieved by use of 8-hole annular boost venturii with corresponding air-fuel metering circuits. The success of any annular-boosted carburetor derives from careful and accurate fuel distribution and superior air-fuel atomization. Heartening news for thousands of enthusiasts, this is particularly relevant for owners of 350-360cu in small-block Chevrolet engines and also 289-302cu in small-block Ford engines that operate with camshaft durations of up to 240 degrees @ 0.050in of valve lift. In fact these carburetors, depending upon the engine combination, could invigorate any small displacement V8 engine that’s impeded by lethargic air speed. At low engine speeds, particularly from 1,800 to 2,500rpm the annular-discharge Speed Demons can generate up to 100lb-ft of additional... read more

Kaase’s new P-38 small-block Ford gets stack induction

Written by Moore Good Ink Winder, GA: Jon Kaase is releasing a new stack induction system to empower his P-38 canted-valve small-block Ford engine. The operational benefits of this new sequential stack-induction system include smooth, fast and dependable engine response during rapid throttling, easy and reliable hot or cold starting, and admirable fuel efficiency. Naturally, the system ends all choke operations, generally necessary on carburetor-equipped engines when cold starting. Available in individual components or as a fully assembled kit, Kaase’s new stack induction arrangement also delivers precise cylinder-to-cylinder air-fuel distribution to any Windsor-based small-block Ford. This kit comprises an intake manifold with concealed plenum, 50 or 52mm throttle bodies with attendant linkage and bell stacks, fuel rails with correctly sized injectors, and wiring harness with ECU and sensors. These sense air and water temperatures, manifold absolute pressure, and throttle position. The plenum has sufficient vacuum ports and capacity to accommodate an idle control motor, fuel pressure regulator, power brakes, PCV, and other essentials. Most importantly it offers a range of tuning possibilities beyond the imaginings of the conventional carburetor. Injectors are selected by the following simple formula: HP x .5 (naturally aspirated) (or .6 for supercharged or .625 for turbo charged) and divided by the number of cylinders. This figure is then multiplied by .9, which represents 90 percent of the duty cycle. For example, if a naturally aspirated small-block generates 520hp the correct injector output can be calculated by multiplying 520 by .5 which comes to 260 and then dividing it by 8, which gives us 32.5. By multiplying this value by .9 our injectors should dispense 30lbs... read more

Wilson Manifolds Now Hiring CNC Manager, Programmer, Operator, Machinist

Job Description: Wilson Manifolds, the prominent CNC-manufacturing company in Fort Lauderdale, FL that specializes in the design, development, manufacture, assembly and testing of aftermarket automotive parts, seeks highly skilled and experienced CNC programmer for 3, 4 and 5 axis machining centers. Experience Requirements: Complex 3D part modeling design experience utilizing Solidworks Experience in AlphaCAM, SurfCAM or GibbsCAM 5-Axis tool path creation using SurfCAM Experience Pluses: Background of DMG, Haas, Fadal, and possibly Heidenhein Controls Automatic (DCC) Brown & Sharpe CMM experience using PC-DMIS Personal Requirements: Team player Good communicator Ability to prioritize multiple projects. Enthusiastic, cooperative, and positive Please submit detailed resume to... read more

The Boss Nine Kaase’s New Boss Nine hemi for street rods and street machines

By Ro McGonegal. Pictures by Moore Good Ink: Long-time Mountain Motor engine master Jon Kaase (Racing Engines, Winder, Georgia) says, “The stock Boss 429 parts were a masterpiece for their time, but slightly weak and difficult to work on. We made every effort [with the Boss Nine] to fix anything that was troublesome or failure prone.” At the end of 2007, Kaase decided to take “the plunge and build all new Boss 429 Ford retrofit heads and related parts. I was betting on the fact that there were other Boss fans and Ford enthusiasts out there that wanted these new parts as badly as I did. Although they’ve only been out for a short while, I’m happy to say that they have been well received and successful in whatever projects they have been used in.” Since build orders for the Boss 429 Mustang NASCAR homologation-specials ceased at 1,358 (859 were built in the spring of ’69; 499 more came to life as 1970 models later that summer), these units are rather scarce. Solving the cylinder block problem was easy. Kaase simply undertook the 429/460 big-block (in iron and aluminum) providing them with cylinder head oil drains in the correct location. The JKRE plan included using OE 460 head gaskets, so the deck surface of the Boss Nine heads is much thicker than the original dimension to provide the necessary clamping force. The Boss 429 was humorously under-rated at 375 horsepower while it probably made closer to 475 at the flywheel and without the parasitic drag of the accessories. The ports were huge, had poor low-speed velocity and didn’t begin to... read more

Fuel pumps: Fuelab’s electronic combo has two things that stand out

Text by Jim Mozart Photos by Moore Good Ink  Download hi-res images and text here Fuelab of Litchfield, Illinois has developed a unique fuel pump and electronic regulator. First, unlike any other, this fuel pump has a variable-speed motor. Hence it can deliver prodigious amounts of fuel at fully open throttle and minimal amounts at idle. Its variable-speed ability overcomes the chief trouble with big, powerful, high-flow single-speed fuel pumps—heat. Because high flow pumps work just as hard at idle as at fully open throttle they become hot at slow engine speeds and consequently overheat the fuel. Often they eventually self-destruct as a result. Second, unlike any other, this fuel pump is of DC (direct current) brushless design. Therefore current draw is significantly reduced and brush wear and brush drag are eradicated. For the uninitiated, an electric motor spins by way of a set of brushes that ride against a commutator on an armature. As voltage is applied to the brushes, it causes the armature to spin. Sound simple? It really is. However there are some problems with that design. In a brush-type motor, the brushes are constantly in contact with the spinning armature. As such, there is a small amount of drag on the armature at all times. In addition, the friction created by the contact also creates heat. Heat is not a desirable attribute in an electric fuel pump motor. In addition to this, a DC brush motor is only capable of operating at one speed. In the case of an electric fuel pump, this means the motor will continue to spin at the same speed and provide the same... read more

New all-metal hydraulic bearing kits from Ram Clutches

Written by Moore Good Ink Columbia, SC: When installing an aftermarket clutch on any of the vehicle models listed below, there’s a strong likelihood you’ll require a hydraulic bearing kit with more flexibility than that of the stock system. 1998-02 Camaro-Firebird 1997-12 Corvette 2010-12 Camaro 2003-06 GTO 2003-up CTS-V 2005-up Mustang V8’s 2008-up Challenger  Ram Clutches tells us their new all-metal units are stronger and function better than the partially plastic stock bearings. They also provide more travel than stock, and include all the necessary fittings and lines to adapt to these vehicles. Their hydraulic bearing kits are not only complete but also they are engineered to fit properly, requiring no extra parts. In addition Ram’s Dual Disc clutch units for these vehicles are also engineered to be an exact fit. No surprises! For further information contact: RAM Automotive Company 201 Business Park Blvd. Columbia, SC 29203 Telephone (803) 788-6034 www.ramclutches.com... read more