The 1100-A: a new Weldon pump fueling 1000 horsepower: carbureted or fuel injected

Written by Moore Good Ink Cleveland, OH:  Weldon Racing Pumps has launched its new continuous-duty 1100-A flow-through fuel pump. This all-metallic design follows their successful, smaller 600-A pump, and like it, serves both carbureted and fuel injected applications. While the 600-A was designed to be quiet in operation and support 600-plus horsepower, the 1100-A is also quiet but easily provides fuel for 1000 horsepower. At carburetor pressure, the 1100-A flows 157 gallons per hour @ 30 PSI while drawing 7.8 amps. For fuel injected applications, the 1100-A generates 80 PSI while flowing 110 gallons per hour and drawing only 14.8 amps. (See attached graph illustrating fuel flow and amperage draw while under pressure.) Combinations: With fuel injected applications, the 1100-A should be combined with a bypassing regulator such as Weldon’s A120. For carbureted machines, the 1100-A should be used in conjunction with both a bypassing regulator, (like a Weldon A15 or A30) and a blocking regulator (Weldon A2046). With either system Weldon recommend the installation of two fuel filters: a 100-micron filter before the pump and a 10-micron filter after the pump. Internals: The internals of the 1100-A are contained within Weldon’s familiar stainless steel type 304 housing with clear-coat anodized end caps made of 6061 billet aluminum. The fuel-cooled motor drives the pump element by spline engagement. The pump element is located at the inlet end and is sandwiched between top and bottom 0-ringed housings made of 6061 hard-coated anodized billet aluminum. The pump element (ring, blades & rotor) are all constructed of steel, and like all the moving components within this pump they are precision-lapped. Aerospace standards:... read more

A new initiative from Roush Yates brings amazing value to all Ford racers

Written by Moore Good Ink Mooresville, NC: Have you ever wondered where all the surplus Ford engine and chassis parts go from the various NASCAR racing series?  In high-end Sprint Cup, Nationwide, Camping World Truck, and ARCA divisions, all racing parts have a finite life. At Roush Yates, the racing parts are systematically removed, tested, refurbished where necessary, and are now made available through the Roush Yates Performance Parts division, a subsidiary of Roush Yates Engines in Mooresville, NC.  From Daytona-winning cylinder heads, valve trains, and high-tech manifolds to the latest technology in chassis parts, these high-tech parts are now available to all grassroots racers, whether oval track, drag racing, boat racing—and they are probably the greatest value ever!  For further information contact: Roush Yates Performance Parts 261 Rolling Hill Road, Suite 2A Mooresville, NC 28117 Telephone (704) 662-6982 or visit www.RoushYatesParts.com... read more

Four pulley systems for Ford Cleveland 351

Written by Moore Good Ink   Cumming, GA: Concept One, a leader in engine accessory drive systems from Cumming, Georgia, has extended its pulley systems to include a new, compact and stylish line for the venerable Ford Cleveland 351.   Providing a choice of four systems for the Cleveland, they range from a basic alternator-only pulley kit up to a full-option solution with alternator, air conditioning compressor and power steering mechanism.  These kits comprise all associated pulleys and brackets, belts, and chrome hardware.  In addition, a polished compressor and alternator and an aluminum power-steering pump are supplied together with Concept One’s exclusive power-steering reservoir to complete the package.   Made of 6061-T6 aircraft-grade aluminum, Concept One offers two new options to complement their machined and polished finishes: clear anodized and black anodized. Added to introduce a sleek, high-tech look to the engine compartment, they are attractive, practical, and low-maintenance alternatives to paints or other coatings.   What distinguishes Concept One in the pulley business is their approach. They keep things simple: running twin belts with the standard rotation water pump on this Cleveland kit, for example, eliminates the expense and unnecessary bulkiness of extra parts. They also place a major emphasis on customer service and quality. Their guarantee remains unchanged: these parts will fit—no shimming or grinding—they will align perfectly every time.  The four kits are now available. Prices start at $725.00 with full-option kits starting at $1,695.00.      For further information contact: Concept One 6320 Highway 400 North, Cumming, GA 30028 Telephone (770) 889-5900 or visit... read more

Weldon debuts the 18000 Series: seven critical design improvements over OEM counterpart in latest line of FAA-approved continuous-duty boost pumps for Cessna owners

 Written By Moore Good Ink Cleveland, Ohio: Adding to their 65-plus years of successful pump designs, Weldon Pump has just announced a new, electric continuous-duty boost/emergency fuel pump created initially for Cessna applications (See accompanying file for particulars). A direct replacement for the ubiquitous Dukes intermittent-duty pump, this new Weldon 18000 provides reliable boost support to the aircraft’s main mechanical pump. Alternatively, it can be used as a fuel emergency pump. Metallic internals: Because it is equipped with all-metallic internal pumping components, notably tool steel blades instead of Nyltralon plastic blades, you will always reach the nearest airport in safety should your mechanical pump fail. Metal blades are superior to Nyltralon blades because they don’t fracture or deteriorate with heat and contaminate downstream components. Furthermore, they self-compensate for wear, thus maintaining their priming and flowing properties. Pumping capacity and amperage draw: During independent tests measuring pumping capacity and amperage draw, Weldon’s new 18000 innovation easily captured the initiative, generating a minimum of 14.5 Inches Hg Vacuum compared with the 5.5 Inches HG Vacuum of the OEM brand. This impressive pumping power ensures the unit is self-priming, aids vapor clearing, and can be mounted above the fuel source without concern. In an amperage draw comparison, the Weldon recorded .81 amps @ 23 psig operating pressure and 50GPH compared to its rival’s 2.3 amps @ 23 psig operating pressure and 45GPH. The advantage of using fewer amps means that more current is available to power other components/avionics. Further, with its improved efficiencies, the 18000 generates less heat, resulting in cooler fuel. Voltage ratings, shaft, and seals: Available in two voltage ratings,... read more

Ram Launches First High-Performance Clutch Assembly for the SRT8

Written by Moore Good Ink Columbia, SC, May, 2009: RAM Automotive has announced a new twin-plate high-performance clutch and flywheel assembly for the new Dodge Challenger SRT8 called the DirectFit StreetDual (PN 90-2355). This assembly is directed at street applications with healthy injections of ancillary power and is a bolt-in arrangement for the factory twin-disc hardware. Its dimensions are similar to the original. Overall height is 3.0-3.1 inches (measured from the crankshaft flange to the fingers of the cover assembly) and has a diameter of 10.5 inches. From here on out, the benefits of the DirectFit StreetDual assembly over the stock unit are exemplary. The diaphragm pressure plate assembly weighs a whopping 15 pounds less, exhibits a 2400-pound clamp load, and employs a nodular iron pressure ring for strength. The twin friction discs employ RAM 300-series organic material, the chief advantage being that organic friction material has superior holding power and improved drivability without the tendency to chatter on initial clutch release. Concurrent, the clutch disc springs are stiffer than the stock and by encasing them in urethane their rate of compression increases approximately four times that of an uncoated spring. As a result, the RAM StreetDual assembly has the capacity to corral as much as 1000 horsepower at the wheels and provides stock drivability. Since this clutch assembly will combat greater rotational forces than the stock assembly, RAM provides it with steel friction backing (see accompanying image with call-outs). Further, the facing is riveted steel-to-steel in direct contrast with factory non-back facings. To complete the assembly, the aluminum billet flywheel construction accepts a ¼-inch thick steel friction insert.... read more

Kaase oil pumps cure age-old Achilles heel on 429-460 big-block Fords

  Written by Moore Good Ink Winder, GA, April 2009: For the thirty years that the 385 series big-block Fords were in production, it was not unusual for their oil pumps to fracture and to break off without warning. If the engines were treated with much gentility, they might have survived without drama. However, for those engines that were expected to perform with some enthusiasm, especially those that were modified and tuned, oil pump failure was almost inevitable.  Recently big-block Ford devotee Jon Kaase addressed the predicament. He altered the structure of the pump, provided it with sturdier mountings, and eradicated the likelihood of further failures. Moreover, he fits the new pump with the same impeller he employs on his championship-winning Kaase 820 CID Pro Stock engines, equips it with dual oil feeds to the rotor to improve idle and high-rpm oil pressure, and supplies it with superior ARP mounting studs and 12-point nuts.    Two versions of the pump are available: one for a front sump layout; the other for the more common rear sump arrangement. Sharing the same main body, the front sump pump suits earlier muscle cars and can be recognized by the angled flange at its inlet port. The rear sump pump accepts the long pick-up tube that takes its oil feed from the back of the engine. These new pumps accommodate stock and aftermarket oil pickup assemblies and are bench-tested before shipping. For further information contact: Jon Kaase Racing Engines, Inc. 735 West Winder Ind. Parkway, Winder, GA 30680... read more

New Weldon fuel-pressure regulator for carbureted applications:

Written by Moore Good Ink Excellent recovery and creep-free characteristics, unsurpassed flow, tool-free adjustment, boost-reference port included as standard fitment, lightweight, and shaped as a direct bolt-on replacement.  During 1942 Weldon began producing pumps for the US Department of Defense. By the late seventies, fast boat owners requiring rugged, dependable pumps to supply fuel to multiple engines had acquired Weldon’s services. In the mid-eighties, GM’s NHRA Pro Stock program needed a more robust fuel pump and they called on Weldon.  The early nineties brought about an increased demand for high pressure pumps and bypassing regulators for fuel injected race cars and street driven vehicles.   Though Weldon Racing Pumps is a separate entity from their aircraft/aerospace division, the stringent disciplines of aircraft quality assurance were applied to the design and manufacture of the A2046. In a “pressure creep” test using 4 ports (see attachment) minimal pressure creep can be observed. When measured in one-second increments over a 15-second interval, the new Weldon regulator gains approximately 1.5 lb compared with a leading rival, which gains approximately 4 lb. The A2046 will deliver similar pressure-creep gains when using only one or two ports.    Body & valve assembly: CNC-machined from 6061 aluminum, the lower and upper chambers of the regulator body are separated by the fast-acting valve assembly. The body of the valve assembly, which contains an intricately machined stainless steel poppet valve, is produced from white Delrin® and is precision-drilled to provide fuel evenly to one, two, or all four ports without affecting flow rate.    Functioning on pressure differences between the fuel pump and the needle-and-seat valves in the carburetor... read more

Fuel for all—including machines with demanding appetites!

Written by Moore Good Ink Fort Lauderdale, Florida: Since Wilson’s new D-rails were revealed to the racing and performance markets last November, two new, valuable attributes have emerged. First, it was discovered that racers and enthusiasts would experiment with E85 or switch to methanol and therefore require substantially more fuel. Interestingly, even four-cylinder EVO turbo teams when they switched to E-85 to cool the charge encountered fuel delivery shortages. Compared with OEM and other aftermarket fuel rails, Wilson’s D-rails have 50 percent greater capacity. Second, Pro Mod cars and Bonneville cars and other vehicles with twin turbos and twin injectors have benefited from the D-rail’s greater volume (capacity), greater flow (gallons per hour), and better distribution. Pro Mod cars making 3,500 horsepower with two injectors per cylinder (16 injectors) feed off just two D-rails (one per side), each rail supporting 1700-1800 horsepower. These D-rails also solve the problem of unequal distribution. Often, injectors and cylinders are robbed of fuel as it rushes past the injector ports in the fuel rails, and in some instances, fuel is actually siphoned out of the injector ports.  Most recently, the D-rail’s ability to improve volume, flow, and distribution was demonstrated on the Daytona Prototypes, where engine power is strictly regulated. Whether GM, Pontiac, or Porsche motors, they all picked-up power with Wilson’s D-rails.      For further information contact: Wilson Manifolds, 4700 NE 11th Avenue, Fort Lauderdale, FL 33334 Telephone (954) 771-6216 or Fax (954) 771-3413 or visit Wilson Manifolds’ website... read more

Ram's Powergrip clutch: Greater clamping pressures without sacrificing drivability

Written by Moore Good Ink Columbia, SC: RAM Automotive has extended its Powergrip HD clutch series to include a new high performance kit for 4.6 liter Mustangs, 2001-2004. Established in 1972 and one of the most knowing of all clutch makers, RAM has designed their new clutch set for properly geared applications of up to 650 horsepower at the wheels, and designated it #98951 HD. The Kit This new 11-inch setup includes a cover assembly with clamping load increases in the order of 60%-80% over stock, a clutch plate incorporating the superior Marcel carrier, and a release bearing of RAM’s own design, sealed and with a hardened face. The Clutch Plate To provide aggressive street/strip performance yet agreeable drivability, Ram combined their 900 series organic friction material, similar to that used on high horsepower drag racing applications, with eight urethane-encapsulated springs in the 11-spline clutch hub.  To overcome chatter troubles, the clutch disc incorporates a Marcel carrier as opposed to the paddle-style clutch disc. The Marcel Feature To cushion engagement, sixteen metallic pads (eight per side) are riveted to the Marcel carrier.  The Marcel carrier has a slight spring wave measuring approximately .020 inches. As the clutch is engaged on take-off, the Marcel compresses and reduces the potential for chatter and the effects of aggressive engagement, unlike similar clutch material used on a flat carrier without the Marcel wave. The Clutch Hub Stock hubs usually feature five or six compression springs in contrast to RAM’s eight, which are urethane coated. Compared to the stock style, the RAM combination contributes approximately four times greater resistance to compression loadings.  The cost... read more

Ram’s Powergrip clutch: Greater clamping pressures without sacrificing drivability

Written by Moore Good Ink Columbia, SC: RAM Automotive has extended its Powergrip HD clutch series to include a new high performance kit for 4.6 liter Mustangs, 2001-2004. Established in 1972 and one of the most knowing of all clutch makers, RAM has designed their new clutch set for properly geared applications of up to 650 horsepower at the wheels, and designated it #98951 HD. The Kit This new 11-inch setup includes a cover assembly with clamping load increases in the order of 60%-80% over stock, a clutch plate incorporating the superior Marcel carrier, and a release bearing of RAM’s own design, sealed and with a hardened face. The Clutch Plate To provide aggressive street/strip performance yet agreeable drivability, Ram combined their 900 series organic friction material, similar to that used on high horsepower drag racing applications, with eight urethane-encapsulated springs in the 11-spline clutch hub.  To overcome chatter troubles, the clutch disc incorporates a Marcel carrier as opposed to the paddle-style clutch disc. The Marcel Feature To cushion engagement, sixteen metallic pads (eight per side) are riveted to the Marcel carrier.  The Marcel carrier has a slight spring wave measuring approximately .020 inches. As the clutch is engaged on take-off, the Marcel compresses and reduces the potential for chatter and the effects of aggressive engagement, unlike similar clutch material used on a flat carrier without the Marcel wave. The Clutch Hub Stock hubs usually feature five or six compression springs in contrast to RAM’s eight, which are urethane coated. Compared to the stock style, the RAM combination contributes approximately four times greater resistance to compression loadings.  The cost... read more

New, powerful Kaase Boss Nine Hemi kit to suit 429-460 big-block Fords:

Written by Moore Good Ink   Winder, GA, January 2009:  Though this new Boss Nine retrofit Hemi kit produces 100 horsepower more than its counterpart, the P51 Wedge—Kaase’s competent replacement for the Cobra Jet, it is not the power advantage that attracts the punters, but instead it is the look. Still the spectacle of a ‘69 Boss Mustang power plant maintains an indestructible image for many.    Kaase has a genius for these things: he contrived to set his sophisticated Boss Nine cylinder heads and intake on a stock 429-460 big-block Ford, added an upgraded oil pump and dressed the package with evocative Boss 429-style valve covers.  This new system makes more power, makes it reliably, and looks terrific.   In his quest for power increases, he revised the shapes of the combustion chambers, the intake and exhaust ports, and changed the spark plug locations.  For reliability, a new rocker system was devised in conjunction with W.W. Engineering to eliminate the adverse offsets of the stock Boss parts. And for availability and economy, Manley big-block Chevrolet valves with 11/32-inch stems were selected.  This Boss Nine kit adopts stock 460 head gaskets (Fel-Pro 1018), intake gaskets, and exhaust gaskets and uses 429-460 stock internal oil drain-back holes.     Intake Manifold: When tested on a 466 CID engine, the new intake manifold proved 50 horsepower better than the best NASCAR single-plane counterpart and 100 horsepower better than the factory dual-plane manifolds supplied with 1969-1970 production cars. Un-ported, this Kaase intake has sustained over 1000 horsepower on a well-built 600 CID engine. Moreover, on an engine as small as 429 CID, it has supported... read more

Evolution of Fuel Rails: Advances in the consistency of fuel distribution

Written By Moore Good Ink Fort Lauderdale, Florida: Earlier this year Wilson, the Fort Lauderdale induction specialists, set out to improve conventional fuel rail design by developing a system that promotes consistency in fuel distribution.  They focused on three principal areas: increasing fuel rail capacity, isolating the injectors from the detrimental effects of pulsations and of siphoning within the rails, and improving the fuel flow to the injectors.  Recent tests demonstrated the new Wilson D-shaped fuel rails gain power.   These D-shaped fuel rails accommodate approximately 50 percent greater volume than comparable OEM and aftermarket counterparts. Wilson and his team of engineers started with an 11/16-inch inner diameter delivery tube and reshaped it to a D-form.  Then they cleverly developed radiused inlet ports to even the fuel distribution to the injectors.  These radiused inlet ports reduce the harmful effects of siphoning—especially at injector ports placed at the beginning of the fuel paths.  Wilson also carefully positioned the injectors below the radiused inlets.  By increasing the capacity of the fuel rails, radiusing the inlet ports, and setting the injectors in their submerged locations, Wilson reduced the adverse effects of pulsations and siphoning, improved the fuel distribution, and picked-up engine power.   As yet, no part numbers have been assigned for specific models.  Nonetheless, with specifications supplied, these new D-shaped rails can be produced for all applications.   Wilson is keen for you to evaluate them, believing these rails to be the best, the most advanced fuel rails produced today. For further information contact: Wilson Manifolds, 4700 NE 11th Avenue, Fort Lauderdale, FL 33334 Telephone (954) 771-6216 or Fax (954) 771-3413... read more