NEW ROUSH YATES BELT-DRIVE TIMING GEAR FOR FORD WINDSOR-BASED ENGINES

Written by Moore Good Ink Mooresville, NC: It’s no secret that most popular pushrod-engine racing technology, regardless of venue, is rightly born of the rigors of NASCAR racing. Timing gear is no exception. In the late eighties, the dry-running, cog-belt-driven system rose from timing chain failures that frequented NASCAR racers during 500-mile contests. Ostensibly developed for the Roush Yates 358 cubic inch (NASCAR, ARCA, Craftsman Truck Series) and 436 cubic inch (WSORR and TORC off-road series) engines, its new cog-belt system is a precise link between camshaft and crankshaft, tough enough to endure 24-hour races such as Daytona and Le Mans or a full-season of circle track competition. Further, the system enhances any engine based on the Ford Windsor cylinder block. Years of service are assured simply by replacing the belt at recommended intervals (before every race, yearly, or as abuse dictates). Besides producing less friction and being more durable than gear- or chain-drives, the Roush Yates system offers race and high-performance street engines a number of advantages: 1. Adds external accessibility and adjustability of the timing gear itself, which can be advanced or retarded (up to 25 degrees overall) during dyno testing and tuning. No need to remove the front cover of the engine or drain the coolant system 2. Eliminates harmful harmonics to guard against valve train instability 3. Provides billet aluminum upper pulley for additional strength and features cogged-tooth configuration 4. Supplies heat-treated steel cogged-tooth crankshaft pulley for strength and reliability 5. Accommodates both dry-sump and wet-sump oiling systems 6. Features upper vent ports for cooler-running belt assembly 7. Furnishes all Grade 8-spec fasteners for strength... read more

Three EVO Induction Upgrades from Wilson Manifolds

Written by Moore Good Ink Fort Lauderdale, Florida: Wilson Manifolds has recently announced three stages of ported cast aluminum intake upgrades and a new, trick, high-flow D-Shaped fuel rail for the Mitsubishi EVO. Using a factory cast intake manifold, Wilson provides a mild street stage and two full-race stages—one designed for 8,000 rpm the other 9,500 rpm. Providing perfect OEM fitment, reliability, and maintaining factory emission controls on all EVO8s and 9s, Wilson employs the same custom-ported intake techniques as used on several record-setting EVOs, including the Wilson Manifolds’ 2006 EVO IX. On the two fully ported race versions, the mid- and top-end horsepower gains are exceptionally strong. Compared to stock, the rpm of the street version are substantially increased. These new kits, which fit the EVO engine type 4G63, accommodate the stock or modified stock throttle bodies as well as Wilson’s latest D-shaped fuel rails, which include stands and fittings to secure stock fuel lines. Wilson also provides an adaptor to accept their 65mm high-flow throttle body (#471065). Here below are the part numbers, descriptions, and prices: Part Number Description Racer 208101 Race Ported EVO intake for 4G63 engine to 9500 RPM $ 939.00 * 208104 Race Ported EVO intake for 4G63 engine to 8000 RPM $ 939.00 * 208107 Street Mild ported EVO intake for 4G63 engine $ 510.00 * 422200 High Flow EVO fuel rail w/ stanchions and fittings $ 179.90 087005 Throttle body adapter for #471065 65mm t-body $ 62.00 *requires a core or alternatively a core charge of $250.00 Manifolds are available for immediate delivery and fuel rails and adapters will be available soon.... read more

TIME WARP SPECIAL: KAASE’S FORD BOSS 429-460 CRATE ENGINES

By Ro McGonegal   Winder, GA: The Boss 429 was available as a NASCAR homologation special in 1969-70 Mustangs (and two special Cougars) and the Ford faithful have been lusting for the Blue Crescent/Shotgun engines ever since. While others dreamed, the die-hard Ford junkies at Jon Kaase Racing Engines worked, and brought the Boss 429 back to life on its 40th anniversary.   Kaase’s modern Boss Nine combination is based on a high-nodular cast iron cylinder block that can accommodate 429, 460, 521, or 600 cubic inches and output extends from 500 to 1,000 streetable horsepower. Kaase allows that displacement beyond 521 cubic inches include a race-oriented cylinder block equipped with 4-bolt main bearing caps.   The 10.30-inch deck height block receives a cast crankshaft in the 460ci version (600hp). Engines with 521ci and beyond are founded on a 4340 steel crankshaft joined with 4340 forged connecting rods and Diamond forged pistons. For complicity with pump gas, the compression ratio is usually limited to 11.0:1 or less. Kaase caps the short-block with new aluminum cylinder heads fitted with stainless steel swirl-polish 2.30-inch intake and 1.90-inch exhaust valves activated by WW Engineering 1.75:1 aluminum roller rocker arms.   Though the rather large round intake, D-shaped exhaust ports, and marginal cam specs of the original 429 hampered low-speed response, the multiple cam phasing applied to Kaase’s Boss Nine engines has completely eliminated this problem. Customers also have the option of a hydraulic or solid roller camshaft. Bear in mind that the 521ci version produces approximately 770 horsepower and 730 foot-pounds of torque with a hydraulic roller cam. Boss Nine engines are... read more

NEW WELDON A600-A FUEL PUMP: MORE EFFICIENT, MORE POWERFUL. SUPPORTS UP TO 800 HORSEPOWER IN STREET ROD, STREET/STRIP, ROAD RACING APPLICATIONS

Written by Moore Good Ink Oakwood Village, Ohio: Clearly, serendipity was at work. In its attempt to take advantage of economies of scale by using common end caps and port sizes across its range of flow-through pumps, Weldon realized to their surprise that its existing 600-A pump became more efficient. Weldon upgraded the 600-A with -10 inlet and outlet ports and fitted it with revised end caps. Its bigger ports allow the pump to draw more fuel, to deliver more fuel, and to do this at reduced amperage draw. The 600-A was previously equipped with a -8 inlet port and a -6 outlet port and the end caps were gold. The new A600-A is distinguished by its black-colored end caps. This continuous-duty pump, the standard in quietness, is designed for street rod enthusiasts, street/strip proponents, road racers, off-road racers—in fact, anyone with up to 600 to 700 horsepower (fuel injected) or 800 horsepower (carbureted). NHRA champion and distinguished engine builder Jeff Taylor has two customers already running them in NHRA Stock Eliminator. Further, the A600-A is the mainstay of Hilborn’s electronic fuel injection market. With carbureted applications, the A600-A should be used in conjunction with a bypassing regulator such as Weldon’s A15 or A30 as well as a blocking regulator (Weldon A2046). Weldon heartily recommends the installation of two fuel filters: a 100-micron filter before the pump and a 10-micron filter after the pump. Because of Weldon’s distinguished aerospace background, every fuel pump receives its own serial number and a corresponding flow chart. All Weldon pumps are tested with actual fuel, not testing substitutes. In fact, they take their procedures... read more

Roush Yates’ used 358cid Nationwide race engines with 400-800 miles of use: Great value for drag racers, vintage road racers, short track oval racers, and boat racers

Written By Moore Good Ink Mooresville, NC— Roush Yates Engines is now offering a limited number of used, complete, long-block ex-Nationwide race engines (without carburetor, intake manifold, and headers). With usage between 400 and 800 racing miles and prices starting at $16,000, these race engines should, where regulations permit, represent terrific value to drag racers, vintage road racers, short track oval racers, and boat racers.   Roush Yates-built, these 358cid engines are based on the acclaimed Ford R451 dry-sump racing block and feature a Bryant 8-counterweight crankshaft (a perfectly balanced item and $4,000 when new), top of the line connecting rods, forged pistons, and a Roush Yates-specified roller camshaft with 55mm roller cam bearings. Bore size is 4.150 inches or larger and stroke lengths vary from 3.260 to 3.300 inches depending upon bore size.   The famed Yates D3 aluminum cylinder heads, capped with Roush Yates 2-piece valve covers with oilers, are fully ported and fitted with titanium valves, retainers, and locks; Roush Yates rocker arms; Jesel dog-bone lifters; and thick-wall pushrods.  The sizes of the intake and exhaust valves are 2.150 and 1.650 inches respectively.   At the lower right side of the oil pan there resides a five-stage dry-sump pump; four stages are devoted to scavenging oil from the engine oil pan and lifter valley and one stage is devoted to providing a pressurized supply of oil to the engine.   At the front of the engine, the indispensable Yates belt-drive assembly (introduced by Robert Yates in 1994) is situated, and adjacent to it an ATI crankshaft harmonic balancer, a Stewart EMP water pump, and at the... read more

First new Roots-style supercharger and installation kit for Mustang GT, 1999-’04:

Written By Moore Good Ink Portland, OR: Tork Tech has developed a potent, new supercharger kit for the Mustang GT 1999-’04. Determined by gearing, it will generate 550 to 700-plus rear wheel horsepower. Using a Magnuson unit containing Eaton’s latest four-lobe high-helix TVS rotor technology, Tork Tech has added a double-pass intercooler, housed in its own intake manifold; a large heat exchanger, complete with pump; a coolant tank with all necessary plumbing; and a throttle body with intake plenum and cold-air intake tube. Of special note, the kit also includes an 8-rib independent drive-belt system with pulleys and idlers. This latest TVS blower will spin up to 25,000 rpm without losing volumetric efficiency—the bigger the crankshaft pulley, the faster it spins and therefore the more power it generates. Attempting to operate a larger crankshaft pulley on one common serpentine drive belt system presents two problems. First, space around the crankshaft pulley is limited and therefore increasing its size substantially isn’t feasible. Second, even if it were possible to run a 10- or 11-inch pulley, the alternator, water pump, power-steering pump, and air conditioning compressor would be vastly over geared. Tork Tech overcomes space and gearing limitations not by increasing the size of the supercharger but, instead, by introducing an independent drive arrangement that sits forward of the accessory belt system, where size considerations are no longer a concern. Other valuable attributes of this new Eaton technology, known as the TVS1900 (Twin Vortices Series™ which moves 1.9 liters of air with each revolution) are its instant response, at virtually any speed, and its reliability. There are several million of them... read more

World Products Launches Full Circle Engine Plan: Engine Assembly Process Transferred to Network of Engine Builders across the Country

Written by Moore Good Ink Ronkonkoma, NY: World Products, the well-known casting company and producer of thousands of hot street engines over the past decade, has made a radical change in its business practice. They are ceasing in-house engine assembly at their casting works in Ronkonkoma, NY and opening the door of opportunity to a network of engine building shops across the country who would like to participate in their new engine-building program.   How the Program Works When the consumer decides to purchase a new engine, he or she consults the Worldcastings.com website, first to choose from a large selection of proven combinations and, second to select an engine builder from the Directory of participating engine builders. The consumer, for the first time, can shop for price from all the listed builders and has the option of selecting a local company from the contact information provided. With password access, the participating engine builder then logs onto the Engine Builder page of the World website and searches for the best deal available from the participating warehouse distributors. The warehouse distributors not only provide the World block, heads, and intake castings but also the 75 to 80 line items required to complete the new engine build. In addition, World Products promotes the participating engine builders on the WorldCastings.com website and provides them with a Bill of Materials and Engine Build sheet, including all dynamometer tests results. $125 Rebate Moreover, if the engine builders complete their rebate form and their Proof of Purchase form, they qualify for a $125 rebate, which they will receive in the post from World Products. But... read more

Roush Yates’ New 360 Sprint Car Engine

Written by Moore Good Ink Roush Yates Engines recently unveiled a new lightweight 360 Sprint Car engine. Complying with ASCS engine rules the new engine is approximately 25-35lb lighter than its Chevy counterpart and is based on a Ford Motorsports cast iron block with a deck height of 9 inches. This deck height is chosen for its robustness, handling higher loads, and permits the use of long connecting rods. The longer rods generate less friction and produce excellent top-end performance. The 9-inch deck height not only provides sufficient space for the magneto and the fuel injection arrangement but also allows the desirable bore and stroke dimensions of 4.090 inches and 3.400 inches respectively. Perhaps the most impressive single item in the crankcase is the crankshaft—a proprietary component—which is REM finished, immensely strong, and gives the appearance of fine jewelry.   The cylinder heads are Brodix aluminum ASCS-spec heads specially prepared by Roush Yates. Fitted with titanium valves and retainers, inlet and exhaust, their lighter weight combined with the advanced Jesel valve-actuating system and roller tappets promote rapid engine acceleration.   Running on methanol and with 15:1 compression ratio and CP forged pistons, this new 360 Roush Yates Sprint Car engine bristles with all the best components, including a five-stage dry-sump arrangement, with four scavenge pumps and one pressure. Custom-built these new engines are supplied as complete as the customer wishes.   See this new race engine at the IMIS show Indianapolis, Dec 2-3, at the Roush Yates booth number 929 and also at the PRI Exhibition Orlando, Florida, Dec 10-12, booth number 3144   For further information contact: Roush... read more

Composite Instrument Panels for the 1978-’88 GM G-Body: A New Look from Classic Dash

Written by Moore Good Ink Carson City, NV: Classic Dash has announced a new molded ABS composite dash panel in three finishes for GM G-body cars, rear-wheel drive iterations that were produced from late ’78 until early 1988. These cars include the Buick Regal/Grand National/GNX, Chevrolet Monte Carlo, El Camino, Malibu, GMC Caballero, Oldsmobile Cutlass, Pontiac Gran Prix and Grand Le Mans and Bonneville. In keeping with all the company’s previous offerings, the G-Body panel is clean and stylish. Lightweight and exceedingly rigid ABS plastic sheets are vacuum-formed at 320 degrees Fahrenheit and the material is impregnated with a UV inhibiter that protects it from sun damage. Accuracy is the key. A Thermwood 5-axis CNC high-speed router consistently trims the dash panels to within 0.005-inch. The Classic Dash panel is available in carbon fiber, brushed aluminum, or black finishes. All panels are offered in two forms: with or without gauge openings, and with or without gauges. Gauge selection includes several variations from Auto Meter and Classic Instruments. Auto Meter kits include wiring harness from gauges to factory loom, LED turn signal indicators, and high-beam and emergency brake light indicators. Classic Dash was formed in 2002 and was the first company to create replacement ABS composite dash panels for vehicles of the muscle car era. Their new, state-of-the-art manufacturing facility is located in Carson City, Nevada. Its website has a new make-over with easy navigation and access to ordering. Staff members can easily answer any technical questions you may have and same-day shipping is available on orders received before 3PM, PST. Classic Dash instrument panels complete with gauges are priced... read more

RAM REPLACEMENT LIGHTWEIGHT FLYWHEEL FOR ALL 5.7 AND 6.1L DODGE HEMI ENGINES SHEDS 14LB OF SURPLUS ROTATING WEIGHT

Written by Moore Good Ink Columbia, SC, September, 2009: For those wishing to shed 14 pounds of surplus rotating weight from their 5.7 or 6.1 liter Dodge Hemi, here is the latest bolt-in upgrade. It’s a 6061 alloy flywheel designed to replace the factory 12.5-inch heavy, steel unit and to accept the twin-disc hardware. It is probably the first of its kind. Ideal for road racers and auto crossers, in fact, anyone who wishes to experience the dramatic improvements of a lower moment of inertia, this lightweight, direct replacement flywheel will pick up acceleration and induce less wheel spin. Designed as a fully rebuildable flywheel, it features a ¼-inch thick mild steel friction insert to dissipate the heat faster, maintain a flat friction surface, and reduce the likelihood of distortion. Though replacement inserts can be renewed by the factory, Ram’s flywheels rarely require them. Typically they are resurfaced when wear exceeds .015 inches. Under constant, hard use this re-surfacing process could, if necessary, be applied many times. To provide a proper friction surface and to ensure the flywheel is parallel to the crankshaft mounting flange, Ram’s flywheels are prepared with a Blanchard-ground surface (see superlative surface finish on lead image). The starter gear ring is machined for three button-head securing screws and heat-shrunk in place. This new SFI certified Ram flywheel is dynamically balanced to ½ oz/in and is identified by part number 2587. The MSRP is $499 and shipping is prompt. For further information contact: RAM Clutches 201 Business Park Blvd. Columbia, SC 29203 Telephone (803) 788-6034 or visit:... read more

Stoa Takes IMCA's Triple Crown With World Products

Written by Moore Good Ink Boone, Iowa: Kevin Stoa is enjoying another excellent year in IMCA’s Modified division. By winning Friday’s Fast Shaft All-Star Invitational race at Boone Speedway, Stoa acquired IMCA Triple Crown status—a remarkable achievement.   The Triple Crown consists of IMCA’s Super Nationals, which he won in 2000 and again in 2008, the Harris Auto Racing Race of Champions in 2005, and now the Fast Shaft All-Star Invitational race.   “It’s always a wonderful thing to win a race at Boone because you run against very, very tough competition,” Stoa said.     Minnesota born and bred, Stoa lives in Salisbury, NC, but plans to return to his homeland around Christmas to develop his new race engine-building business. Stoa, renowned for his preparation and his thoroughness, has for years been a strong advocate of World Products, running their blocks, heads, and intake manifolds. His engine customer, Cale Sponsler, also a World Products runner, deserved the Drama Award at this year’s Super Nationals by racing hard in the heats and in the A-features and qualifying, flipping the car in the finals, and still finishing fifth in this year’s most prestigious IMCA... read more

Stoa Takes IMCA’s Triple Crown With World Products

Written by Moore Good Ink Boone, Iowa: Kevin Stoa is enjoying another excellent year in IMCA’s Modified division. By winning Friday’s Fast Shaft All-Star Invitational race at Boone Speedway, Stoa acquired IMCA Triple Crown status—a remarkable achievement.   The Triple Crown consists of IMCA’s Super Nationals, which he won in 2000 and again in 2008, the Harris Auto Racing Race of Champions in 2005, and now the Fast Shaft All-Star Invitational race.   “It’s always a wonderful thing to win a race at Boone because you run against very, very tough competition,” Stoa said.     Minnesota born and bred, Stoa lives in Salisbury, NC, but plans to return to his homeland around Christmas to develop his new race engine-building business. Stoa, renowned for his preparation and his thoroughness, has for years been a strong advocate of World Products, running their blocks, heads, and intake manifolds. His engine customer, Cale Sponsler, also a World Products runner, deserved the Drama Award at this year’s Super Nationals by racing hard in the heats and in the A-features and qualifying, flipping the car in the finals, and still finishing fifth in this year’s most prestigious IMCA... read more