FAST XIM Ignition Module

Transcription

1 EXCLUSIVE LOOK: NEW PERFORMANCE PRODUCTS Presented by AETC - Advanced Engineering Technology Conference FAST XIM Ignition Module New Electronic Ignition System Provides Plug And Play Performance ZEX PERIMETER PLATE NITROUS OPTIMUM FUEL AND NITROUS PERFORMANCE The Sweet Sound Of Horsepower COMP Thumpr Retro-Fit Hydraulic Roller Camshafts Deliver USA $3.99 CAN $ #PP TCI Constant Pressure Valve Body Innovative Design Eliminates Line Pressure Related Failures

2 EVERYTHING HAPPENS HERE FIRST! 45,000 Buyers from Over 45 Countries! 1,450 Exhibiting Manufacturers! 4,200 Booths! 1,000,000 Square Feet! DECEMBER 6 8, 2007 ORLANDO, FLORIDA USA Orange County Convention Center North/South Building WORLD S LARGEST RACING TRADE SHOW! Laguna Coast Publishing, Inc. June 2007 TS4372-JH

3 PRACTICAL INFORMATION & REAL-WORLD REVIEWS SEE IF THESE MANUFACTURERS CLAIMS HOLD UP CONTENTS THUMPR RETRO-FIT HYDRAULIC ROLLER CAMSHAFTS High-performance has never sounded so good 6 MAXIMIZER DIESEL TRANSMISSION UPGRADE KIT Increased torque and drivability for diesel trucks 8 PRO ACTION SMALL BLOCK FORD ALUMINUM CYLINDER HEADS Bolt-on power out of the box 10 ZEX PERIMETER PLATE NITROUS SYSTEM Optimum nitrous power 18 FAST XIM IGNITION MODULE Plug and play coil pack performance 20 PRO ACTION BIG BLOCK CHEVY CAST IRON HEADS CNC-type quality through Clean Cast Technology 22 ZEX TRACTION CONTROL WINDOW SWITCH Nitrous regulation for maximum power and safety 28 DESKTOP DYNO ENGINE SIMULATION SOFTWARE Build and test complete engines on a computer 30 INGLESE TWIN SIDEDRAFT SYSTEM Carburetor exotic looks for street rodders and nostalgic racers TH ANNUAL ADVANCED ENGINEERING TECHNOLOGY CONFERENCE Nine speakers talk automotive technology COMP CAMS GEN III SOLID ROLLER CAMS AND LIFTERS Engineered cam and lifters for maximum GM LS1 & LS6 power 14 TCI CONSTANT PRESSURE VALVE BODY Constant pressure and piece of mind TV cable connection 16 ON DECK Take a sneak preview at the products PPR will be reviewing in upcoming issues 24 PRO MAGNUM ROLLER ROCKERS Superior roller rockers through advanced design technology 26 TCI GM TRANSMISSION ADAPTER PLATES Powerglide durability for Mopar and Ford engines Democrat Rd Memphis, TN Published in conjunction with: Firebrand Media, Inc. Publisher & CXO STEVE V. ZEPEZAUER Co-Publisher & President DAVID MILLER VP, Creative Director TRACY POWELL Technical Editor JEFF HUNEYCUTT Publishing offices: 332 Forest Ave. Suite #23 Laguna Beach, CA PERFORMANCE PRODUCT REVIEW I 3

4 PERFORMANCE PRODUCT REVIEW 2007 THUMPR RETRO-FIT HYDRAULIC ROLLER CAMSHAFTS FROM COMP CAMS Few things grab the attention of performance enthusiasts more than a car with a thumping high-performance idle. It s a widely held desire on the part of power seekers that not only should an aftermarket camshaft deliver power; it should also deliver a powerful sound. That desire led COMP Cams to develop a new line of retro-fit hydraulic roller camshafts that provides both. Called the Thumpr series, these cams are designed for Ford Windsor W, Chrysler Small Block and Chevrolet Small Block and Big Block engines. Cams for each model are available in retro-fit profiles that provide power and sound for applications from moderate street performance through street and strip applications. The new Thumpr series of camshafts generates not only excellent power and torque figures but also a serious highperformance camshaft sound without sacrificing drivability. Available in three levels, Thumpr, Mutha Thumpr and Big Mutha Thumpr, they are excellent camshafts for street rods, musclecars and hot rod trucks. Small Block Chevrolet cams are designed for use in cid engines that were originally equipped with flat tappet camshafts, and the Big Block Chevrolet cams are designed for cid engines. To fit 1965 and early 66 model BBC engines, special modification of the rear journal is required. For the Ford enthusiasts, there are Thumpr Cams for the Ford Windsor W engine built between 1969 and 1995 and originally equipped with a flat tappet valve train. While these camshafts were designed for the late 5.0/351W firing order: , they are compatible with all Small Block Ford engines with a simple firing order change required for early motors. The Thumpr Cam is also available for Chrysler lovers who can get these retro-fit hydraulic roller camshafts for Chrysler cid engines that were originally equipped with flat tappet valve trains. The Thumpr line delivers high-performance engine sound by focusing on the overlap region and optimizing the exhaust opening point. Each valve event was tailored to optimize the sound, character and performance of the engine. The cam lobes provide the lope of a race application. Taken in total, this cam series offers profiles that provide real solutions for the enthusiasts who are looking for greater performance and a head turning sound in applications from moderate street performance through street and strip applications. REAL WORLD REVIEW STEVE COCHRAN VERNON, ARIZONA Ilove cruising in my car and when I saw the ads about the Thumpr Cam, I went for it. It s just unbelievable what this cam can do it has really put the WOW factor back into my engine. I have a Small Block Chevy in my street rod that was the perfect candidate for this cam. When the change was made to the Thumpr, my engine took on a whole new sound. It reminds me of the days as a kid when I would gawk at other cars that had a great sound as they passed by. Now I am driving the car that everyone gawks at because of the great sound it makes. It s not all about sound of course. The power gain has also made the installation of the Thumpr Cam well worth the effort. It s hard to believe the sound and power that s been added to my car. It s also true what is written about this cam, that you get performance and sound with no surrender of drivability. Would you recommend this product to others? For anyone looking for a great new source of power along with a great rumble, this cam is the right choice. Yes, I would heartily recommend the Thumpr Cam. 4 I

5 MAGAZINE INSTALLATION / TECHNICAL P P R A P P R O V E D best performance value HANDS-ON INSTALL P E R F O R M A N C E P R O D U C T R E V I E W Installing these new retro-fit cams is not much different from freshening any engine, except this installation is a conversion from a flat tappet to a hydraulic roller camshaft. The Thumpr Cams represent the latest in technology and COMP has designed the matching valve train (i.e. springs, lifters, retainers, etc.) to optimize the cam. A call to the COMP Cams CAM HELP tech line ( ) will get you everything you or your engine builder needs to get the optimum power and sound from the Thumpr Cam. M A G A Z I N E 1 This retro-fit installation is being done on a 350 Small Block Chevy engine. Because it s a retro-fit, the valve train will be converted from a flat tappet to a hydraulic roller setup. The first step is to remove all the front engine end components to get to the timing cover so it can be removed. In this case, the timing cover is a two-piece system, which means the oil pan does not have to be removed. 2 The removal of the timing chain is a multi-step procedure. First, the timing chain and sprockets are removed. 3 Rockers, as well as pushrod and lifters will come out. This is done for the retro-fit process that will convert the flat tappet setup to a hydraulic lifter setup. 4 The distributor is removed as a final step before the old cam can be taken out of the engine. 5 With the old cam removed, the new roller cam is installed. Full cam installation instructions accompany each cam. 6 When the Thumpr Cam is installed, matching valve train components, including hydraulic roller lifters, will be installed. An entire matching valve train component system has been designed for each Thumpr Cam for maximum performance WHAT OTHERS SAY At last I can make a powerful change to my Chevy Small Block that will give me something I ve wanted for a long time. The sound this cam gives to my 59 Corvette is great. It really turns heads, and after all, that s what I want when I am out cruising. Another thing is that the added power is a real kick for me and there is no drivability problem. Sound, power and drivability, there s not much more I could ask for. It feels and sounds like a brand new engine is under the hood. Rick Stoner Rancho Cucamonga, California AS SEEN IN: CAR CRAFT MAGAZINE CLASSIC TRUCKS MAGAZINE CUSTOM CLASSIC TRUCKS MAGAZINE POPULAR HOT RODDING MAGAZINE ROD AND CUSTOM MAGAZINE SUPER CHEVY MAGAZINE PERFORMANCE PRODUCT REVIEW I 5

6 PERFORMANCE PRODUCT REVIEW 2007 MAXIMIZER DIESEL TRANSMISSION UPGRADE KIT FROM TCI The pressure to perform in the heat of battle is always a concern. Such is the life of today s diesel-powered trucks. But while today s torque monster diesel engines may be up to the task, it is often the factory transmissions that become the weak link in delivering the power to the ground. Today s factory diesel truck transmissions are outfitted with adequate components to handle average jobs, but when the demands go higher, stock transmissions can run into real trouble. The need for a higher use diesel transmission has been addressed by TCI, who developed a diesel transmission upgrade kit that turns a factory diesel transmission into a more powerful and reliable transmission. Called the Maximizer, this kit is for anyone who regularly pulls large trailers or adds performance engine equipment to their diesel truck. Each kit contains gaskets, seals, premium quality frictions, steels, a high volume filter, and even a drain plug kit. Also included are valve body recalibration modifications that provide "crisper" shifts without the "harsh" feel you often find in kits designed for racing. Durability is improved because less heat is generated per shift than is associated with the OEM shift characteristics. The Maximizer Kit also increases the torque capacity of the transmission to handle towing or off-roading. With a major focus on increasing fluid flow and boosting line pressure where needed, as well as lubrication and thrust capacity, the Maximizer upgraded transmission has demonstrated its strength and reliability through complete testing and analysis at TCI. Torque converters are not included in the Maximizer Kits, but with changes to the transmission, the addition of a more heavy- duty torque converter is recommended. TCI developed a converter built to handle the demands of an upgraded diesel transmission. The converter incorporates a steel billet cover (not so with factory torque converters) to ensure long life and best performance. These torque converters feature fully brazed internal fins and include INA bearings. TCI testing shows this converter has proven to lower overall transmission temperature by as much as 20 degrees and improve fuel mileage. Another addition that should accompany the transmission upgrade is the addition of a high capacity aluminum pan. TCI s Max-Cool Cast Aluminum Pan substantially increases the transmission fluid capacity. The more fluid in the system, the cooler the transmission will run. These pans feature a special o-ringed mating surface (no gasket required) that provides an excellent seal, as well as a threaded drain plug to help make fluid changes easy. REAL WORLD REVIEW BILL DOUGLAS JACKSON, TENNESSEE M y biggest objection to the OE transmission s operation was in the shift firmness of my Ford F350. It hit way too hard shifting into second and third gears. In fact, I really started to dislike the truck in general just because of the way it shifted. That may have been my biggest reason for initiating the transmission upgrade. After I had the Maximizer Kit installed, the truck underwent a total personality change. It was truly amazing. The shift firmness was just the way I like it without that big bang I had found so objectionable. It shifted quick and firm without any delay or slippage. Best of all, driving around town was comfortable again, and when we loaded up the big race car trailer and headed out of town there was no question as to whether the truck could handle the load. Although I ve not completed all my testing, I think we picked up at least one mile per gallon. What more could I ask for? Would you recommend this product to others? Yes, absolutely no doubt about it. 6 I

7 INSTALLATION / TECHNICAL HANDS-ON INSTALL An experienced transmission builder should install the Maximizer Diesel Kit. The kit comes with everything the builder will require to upgrade a diesel transmission. In addition to the Maximizer Kit, a heavy-duty torque converter is recommended with the upgrade, as well as the addition of a TCI Max-Cool Cast Aluminum Pan. 1 A shift improver assembly like the one shown here is included in the Maximizer Kit. The shift improver assembly provides crisper shifts without a harsh feeling. The addition of this assembly improves transmission durability because less heat is generated per shift than is associated with the OEM shift characteristics. 2 The kit includes high performance clutches, steels and bands like the ones shown here. These are top quality parts that provide the maximum of service and longevity. 3 For maximum effectiveness, TCI offers a Maximizer Torque Converter that s designed for use in combination with the Maximizer Kit. 4 TCI also offers transmission fluid coolers designed to be used in conjunction with the Maximizer Kits. They are constructed from high-strength aluminum and feature a high-density tube and fin design. 5 TCI has designed Max-Cool increased capacity aluminum oil pans to go along with the Maximizer transmission upgrade. The increased oil capacity translates into cooler operating engine oil temperatures WHAT OTHERS SAY For anyone who s got a big diesel, an upgrade of the stock transmission is a must, especially if they are planning on doing a lot of hauling or towing. When I did the upgrade to my truck, the difference was really great. The first and most noticeable part of the change was the shifting. I no longer get the jolt of the stock transmission. It s also good to have confidence that the transmission can handle the increased demand of my towing needs. I also installed the heavy-duty torque converter and increased capacity oil pan. All of the additions have made my truck a true severe duty vehicle. Mike Thomas Sacramento, California AS SEEN IN: DIESEL POWER MAGAZINE DIESEL BUILDER MAGAZINE CUSTOM CLASSIC TRUCKS MAGAZINE POWER AND PERFORMANCE MAGAZINE 8 LUG MAGAZINE PERFORMANCE PRODUCT REVIEW I 7

8 PERFORMANCE PRODUCT REVIEW 2007 PRO ACTION SMALL BLOCK FORD ALUMINUM ASSEMBLED HEADS FROM RHS Ford fans know the Windsor powerplant is a great engine package, but they also know there are a few areas that can be significantly improved. One of these is the cylinder heads. To meet the needs of Ford enthusiasts, RHS has introduced a set of aluminum cylinder heads for Ford Windsors. RHS s allaluminum Pro Action Head is designed to significantly boost the performance of Small Block Ford Windsors and 5.0-liter engines. For years, aluminum has been the preferred material for cylinder heads because it is quite a bit lighter than cast iron and conducts heat away from the combustion chambers and into the water jackets more effectively. Add to that RHS s exclusive Clean Cast Technology that produces superior quality ports and combustion chambers, and you have an as cast head that out-performs anything else on the market. Clean Cast also improves coolant flow through the water jackets, allowing these heads to be used in high-output applications. In addition, RHS engineers have redesigned the intake and exhaust ports in several size options. Depending on your goals for displacement and horsepower, you have the option of 180, 200 and 215cc intake runners and 58 or 64cc combustion chambers. Because these heads are designed as a complete performance package, the largest runner size also receives a larger inch intake valve. These Pro Action Heads can be purchased already assembled and ready for you to bolt directly on to your car or truck. Complete heads arrive with premium COMP Cams stainless steel valves, springs, retainers, locks, screw-in rocker studs and pushrod guide plates. Valve seats are already machined, and all the valve train geometry has been checked. All you need to do is bolt them up and add your rocker arms. There are two different packages depending on your needs. For a flat tappet camshaft, RHS has spec ed a COMP single valve spring; engine packages with a hydraulic roller cam receive heads with stronger COMP dual valve springs along with different retainers and locks. If you want, RHS even stocks complete gasket kits matched specifically to your heads. The head gaskets are NASCAR-spec Multi Layer Steel (MLS), which are the best in the industry when it comes to effectively sealing both combustion pressure and water in high-compression performance engines. REAL WORLD REVIEW CHIRAG ASARAVALA FORDMUSCLE.COM HERCULES, CALIFORNIA At FordMuscle Magazine we re always being presented with new Small Block Ford cylinder heads to test out. When we obtained the RHS heads last year we were real interested to see how they stacked up. We flow tested both the 180cc and 215cc Pro Action Heads. Both heads flowed incredibly well right out of the box. The 180cc head peaked at 270 cfm at.535 intake valve lift and 214 cfm on the exhaust. The 215cc head was great, flowing over 300 cfm at.600 intake valve lift, and still climbing! We put the 180cc head on our 1993 Cobra project car. With the stock 5.0L bottom end and a mild COMP cam, the engine produced 298 horsepower to the wheels and 340 lb./ft. of torque. That is over 40 horsepower and torque compared to the factory GT40 heads and the same cam. That is impressive power from these heads. Would you recommend this product to others? We d highly recommend the RHS heads for anyone looking for a big bang for your buck kind of modification. 8 I

9 INSTALLATION / TECHNICAL HANDS-ON INSTALL The fully loaded Pro Action Ford Head from RHS is truly a bolt-on installation process. All it takes is removal of the old cylinder heads, add new gaskets, and bolt the heads in place. Then it s a simple process of adding pushrods and rockers, then driving away. 1 The assembled head contains springs, retainers, locks, valves, screw-in studs and pushrod guide plates. 2 Combustion chambers are available in 58 or 64cc volumes. Intake runners are available in 180, 200, and 215cc volumes. 3 The heads are available assembled for hydraulic roller cams or flat tappet cams. The flat tappet setup contains COMP valve train parts that consist of: Part #972 springs, #743 retainers, #601 locks, #6001 intake valves, #6002 exhaust valves, as well as screw-in studs (plates and studs not pictured). 4 The hydraulic roller setup contains: Part #987 springs, #740 retainers, #611 locks, #6001 intake valves, #6002 exhaust valves, as well as screw-in studs and pushrod guide plates (plates and studs not pictured) WHAT OTHERS SAY Finding a way to get better performance for my Ford engine has not always been the easiest thing to do. The heads from RHS sure gave me a way to find additional power without having to take out a mortgage. They were very easy to install and the improved performance is very good. Tim Meyer T-Meyer Inc., Fairmont, Minnesota AS SEEN IN: MUSCLE CAR REVIEW MAGAZINE MUSTANG ENTHUSIAST MAGAZINE FORD BUILDER MAGAZINE RACE PAGES MAGAZINE MUSTANG AND FORDS MAGAZINE PERFORMANCE PRODUCT REVIEW I 9

10 PERFORMANCE PRODUCT REVIEW 2007 PERIMETER PLATE NITROUS SYSTEM FROM ZEX Decades ago, the first nitrous systems were built to operate with carbureted engines. Most used a plate that stacked between the carburetor and the intake manifold, which used two spray-bars to squirt streams of nitrous and fuel into the intake tract. Today, advanced nitrous systems can work with fully computerized, tuned-port injected engines, but little has changed in the way of nitrous technology for those that still prefer carburetors - until recently. ZEX has introduced a perimeter plate system for adding nitrous to carbureted engines - using injection technology to provide optimum nitrous and fuel atomization. Instead of spray-bars to squirt streams of nitrous and fuel unevenly, ZEX s new system flows the nitrous through 12 injection points in the perimeter plate. The perimeter plate sprays nitrous and fuel into the center of the intake manifold. It allows the mixture cloud of nitrous and fuel to be placed right in the center of the manifold s plenum, thus eliminating the problem of one cylinder getting too much nitrous and not enough fuel, while another gets too much fuel and not enough nitrous. The new ZEX Perimeter Plate System also helps an engine make power in other ways a traditional spray-bar system cannot. First, the plate itself flows the nitrous. So when the system is on, the super-chilled nitrous cools the plate within seconds, which in turn cools both the carburetor and the intake manifold, producing a denser air/fuel charge. Also, the perimeter plate sprays the nitrous and fuel in a reverse column pattern. This pattern creates a low-pressure area underneath the carburetor, which actually helps airflow through the carb. ZEX also sells just the perimeter plate to upgrade existing spray-bar systems, and many have seen improvements of 20 to 30 horsepower just by installing the plate. The ZEX Perimeter Plate System is fully adjustable and can be dialed in to boost power in your car or truck between 100 to 300 horsepower by just swapping out a couple of jets. The kit includes everything you need to install nitrous in your car or truck and be up and running in a short time. Because it is designed to spray the fuel with as little as six psi input pressure, a second fuel pump is not required. All that s needed is to tap off the main fuel feed line into the carburetor. The new ZEX Perimeter Plate Nitrous System is compatible with any square flange and dominator, four-barrel carburetor applications. REAL WORLD REVIEW JOSH WYBLE LONDON, KENTUCKY 10 I Being a car guy, I am always looking for ways to increase horsepower in my engine. I decided to go with a nitrous setup in my 1972 Nova street car. The engine is a 355 cid Small Block Chevy and it has a lot of valve train upgrades, but being a power nut, I just wanted more. A great way to get more horsepower is to add a nitrous system. I did my homework and learned that most nitrous systems come with a spray-bar. The problem is I also learned that spray-bar delivery systems are not very efficient, and everything I read pointed to the perimeter plate delivery system for best efficiency. So when it came time to purchase a nitrous system, my choice was the ZEX system because it was the only system that came with the perimeter plate rather than spray-bars. The full installation of the ZEX system was really easy to do, and the actual installation of the plate took me only 30 minutes. The system works great, and I really get the extra power I was looking for when the nitrous kicks in. I am a real believer in the perimeter plate delivery system, the power is unbelievable. Would you recommend this product to others? Yes. Anyone looking to add nitrous to a carbureted engine should try this kit. It definitely delivers!

11 INSTALLATION / TECHNICAL HANDS-ON INSTALL Installation of the perimeter plate is a relatively simple process that can be done by one individual in 30 minutes. The retro-fit plate can be used with any carbureted nitrous system, thus upgrading it to the latest in nitrous technology. The plates are available for square flange and dominator style carburetors. 1 The plate is mounted between the carburetor and the intake manifold as is shown in this photo. 2 A close-up of the plate tells the story of how the plate works. With 12 separate injection points, the nitrous/fuel mixture provides an atomized mist that s evenly dispersed into the intake. The result is pure power. 3 The retro-fit plate comes with everything required to mount the system and is available in square flange and a dominator style like the one shown here. 4 The complete ZEX nitrous system comes with everything that s required for installation and includes the perimeter plate system WHAT OTHERS SAY I had a spray-bar nitrous delivery system in my engine. I heard about the perimeter plate system and after reading more about it, decided to replace the spray-bars with the ZEX Perimeter Plate System. It was the right decision. The plate is a real advantage and the difference in power and efficiency is really incredible. It s also a breeze to install. Jay Buller Barboursville, West Virginia AS SEEN IN: SUPER CHEVY MAGAZINE MUSTANG AND FORD MAGAZINE MUSCLE CAR REVIEW MAGAZINE MOPAR MUSCLE MAGAZINE HOT ROD MAGAZINE CHEVY HIGH PERFORMANCE MAGAZINE CAR CRAFT MAGAZINE PERFORMANCE PRODUCT REVIEW I 11

12 PERFORMANCE PRODUCT REVIEW 2007 SOLID ROLLER CAM AND LIFTERS FOR GEN III ENGINES FROM COMP CAMS Since its introduction in the late 1990s, General Motors Gen III engine lineup (LS1 & LS6) has only grown in popularity, and now COMP Cams has introduced a way to squeeze more power out of an LS motor. COMP s new XFI Solid Roller Cams and Endure-X Solid Roller Lifters were designed for the serious enthusiast. These components have been engineered as a package and work even better when combined with common performance upgrades, such as the FAST LSX Intake Manifold. The XFI Solid Roller Cam series features a line-up of three camshaft patterns depending upon the application. For example, the least radical of the three lobe patterns is designed for use with the stock cylinder heads. The stock cylinder heads are a good design, but the valve spring size they can accept limits their performance. For more aggressive engine packages with aftermarket cylinder heads that can accept largerdiameter valve springs, two additional cam grinds are available, as well as custom grinds. The new Endure-X Solid Roller Lifters are a new design with revised EDM Oil Injection Technology that provides a steady stream of oil under pressure to the roller axle and needle bearings. These lifters have also undergone a weight-reduction program that has cut 14 grams per tappet over earlier versions. The reduced weight will allow a higher-revving engine while also increasing valve control for fewer problems with engine-damaging valve bounce. Fourteen grams per lifter may not sound like much at first but the weight savings is the equivalent of swapping out steel valves for a set of ultralight titanium ones. Finally, like all Endure-X Lifters, these also feature Tool Steel roller axles, size-matched needle roller bearings to evenly distribute the loading on the roller wheel, and a money-saving rebuildable design. For performance enthusiasts, the dependability and power potential of a solid roller cam and lifter set is tough to beat. Also, if naturally aspirated engines are preferred, a solid roller system can easily get users into the horsepower range of a turbocharged or nitrous-injected engine that s equipped with hydraulic lifters. Some may shy away from solid cam systems, remembering the old days of having to lash the valves every weekend, but COMP s engineers say that a modern set of quality rocker arms can maintain proper lash much longer than ever before. So whether your intention is to build the baddest boulevard cruiser or a trophy-winning quarter-mile monster, COMP s new XFI Solid Roller Camshafts and Endure-X Solid Roller Lifters have made building a dream car just a little bit easier. REAL WORLD REVIEW MIKE CARNAHAN VENGEANCE RACING CUMMING, GEORGIA I m in the business of building engines for the serious street car owner. We do a lot of the LS engines and when it comes to the valve train, we use COMP Cams stuff. We do that because there is no replacement for good customer service and the best parts available, and COMP delivers the best of both. The XFI Cam was developed for use in the LS1 & LS6 engines so it will perform well with the onboard computers in these engines. COMP has taken this style of cam to the next level and made it so incredibly user friendly that it s impossible to use anything else. Also, the fact that the Endure- X Lifters have been engineered to match the cams is another huge advantage. When it comes to reliability and power output, there is nothing that compares to this series of cams for the LS series of engines. I have never been disappointed with these cams and lifters or anything else I get from COMP. Would you recommend this product to others? I would not use anything that I could not recommend to others. So, yes, I would encourage anyone to use these and other products from COMP Cams. 12 I

13 INSTALLATION / TECHNICAL HANDS-ON INSTALL The XFI Camshafts and Endure-X Solid Roller Lifters have been engineered to deliver the maximum performance for the LS engine series. In addition to the cam and lifters, COMP has designed a kit with everything needed to upgrade the springs as well. Anyone with a good foundation in cam installation can make this cam swap on a Saturday afternoon in their own garage. 1 Cams for the Gen III engines are available in several profiles. The profiles are progressively more aggressive in duration and lift. 2 The pressurized oiling lifters are constructed with Tool Steel axles and precision matched needle bearings that assure an even load distribution across the surface of the needle bearings. 3 The full kit includes lifters, springs, retainers, spring seats, and valve seals. Each kit is designed to match the selected cam profile. 4 The combination of the COMP cam and lifters produces unmatched power for the LS1 & LS6 engines WHAT OTHERS SAY The XFI Solid Roller Cam and matching lifters were exactly what I was looking for to upgrade my LS1 engine. I run them because they produce up to 40 more horsepower over a hydraulic roller. I am really happy with this setup and plan to use more of these cams. David Hartz WaterThunder Performance, Melbourne, Florida AS SEEN IN: CHEVY HIGH PERFORMANCE MAGAZINE GM HIGH TECH MAGAZINE HOT ROD MAGAZINE SUPER ROD MAGAZINE SUPER CHEVY MAGAZINE ENGINE MASTERS MAGAZINE PERFORMANCE PRODUCT REVIEW I 13

14 PERFORMANCE PRODUCT REVIEW R4 CONSTANT PRESSURE VALVE BODY FROM TCI When it comes to automatic transmissions, the 700R4 is easily one of the most popular among performance enthusiasts. You will find the 700R4 in 4x4 s, street rods, bracket drag racers, muscle cars, and even in some racing stock cars because the unit is compact, efficient, and when built with performance in mind as tough as nails. But the biggest problem comes when swapping engines in a vehicle equipped with a 700R4 or installing any rebuilt 700R4 in your car or truck. Even an experienced transmission specialist will tell you that getting the TV cable installed and properly adjusted can often leave you pulling your hair out. The TV cable controls the transmission s shift points and line pressures, and for every engine the setup is a little bit different. If the TV cable isn t hooked up correctly, it can cause the transmission to shift while the line pressures are too low and burn up the transmission before you can get out of sight of your shop. To solve this, the engineers at TCI have introduced a new Constant Pressure Valve Body designed to eliminate low line pressures that can destroy your 700R4. An improperly installed or adjusted TV cable can cause your transmission to stack the shifts one right after another while the line pressure is as low as 80 psi, which is guaranteed to melt your clutch plates. Now, the Constant Pressure Valve Body will protect your expensive investment until you can get the TV cable properly adjusted. The cable is still necessary to tell the transmission when to shift, but now you can have the luxury of experimenting to see what works best for you. TCI s revolutionary new Constant Pressure Valve Body maintains a steady 200 psi line pressure to ensure that when the transmission changes gears, shifts are sure and strong. And even though line pressure is maximized, it still allows control of partthrottle shift points by adjusting the TV cable. It s like a fail-safe designed to protect your expensive driveline. TCI s new Constant Pressure Valve Body can be installed by just about anyone in their own driveway. Complete step-by-step instructions are included, and in most vehicles, the install can be completed in an afternoon. Simply put the vehicle on jack stands, pull the pan and drain the fluid, pull the old valve body, install the new Constant Pressure Valve Body in its place, bolt the pan back up and refill the transmission with ATF fluid, set your car or truck back on the ground and go for a ride. It s that simple. REAL WORLD REVIEW MICHAEL MURRAY PALMDALE, CALIFORNIA 14 I he TCI Constant Pressure Valve Body Kit was Tclear and complete, featuring all the parts I required to install the valve body and other components into my 70 Camaro equipped with a 350 cid engine and a 700R4 transmission. It was an easy driveway installation as it bolts in just like the standard valve body, no special tools or additional parts are required. With regard to the TV cable adjustment, that was really simple because I was not concerned with the line pressure setting, simply that the up and down shifting was right. Having to only complete one function was a big plus. I also liked that I could tailor my transmission s personality to my own wants. The kit clearly spells out the application so you can choose between street, heavy-duty and firm shifting. I built my transmission for street performance and picked the recommended modifications noted in the instructions. The transmission has a much better than stock quality shift now and best of all, I don t have to be a certified mechanic to make TV cable adjustments. That s a load off my mind. Would you recommend this product to others? Yes, it s really easy to intall and gives peace of mind.

15 MAGAZINE INSTALLATION / TECHNICAL HANDS-ON INSTALL TCI s new Constant Pressure Valve Body # will work with all 700R4 transmissions built between 1987 and For 700R4 transmissions built from 1984 through 1986 use # Installation of the new Constant Pressure Valve Body from TCI is an easy process that only requires one person to accomplish. With a good set of tools and moderate mechanical aptitude, the job can be accomplished in a couple of hours. Installation requires a little room underneath the car so a set of jack stands should be employed or if you have access, a hydraulic lift is best. P P R t e s t A P P e r s R O V P E R F O R M A N C E P R O D U C T R E V I E W E D p i M A G A Z c k I N E 1 There are several steps to install the valve body, and it all begins with removing the transmission fluid pan. 2 The old valve body is removed. This requires several steps, including the disengagement of the linkage. 3 The new valve body is put in place and the bolts are torqued in place. 4 The linkage is attached, and the final step is bolting the fluid pan in place WHAT OTHERS SAY The new valve body from TCI is great. It s about time someone developed a way to make TV adjustment easier. Having that feature is no small thing for a car guy like me. But it s more than just having the adjustment capability, this valve body really addresses the TV adjustment along with shifting characteristics and provides piece of mind about my ability to install a 700R4 transmission and be sure the transmission will not burn up. Buford Monaghan Amory, Mississippi AS SEEN IN: CHEVY HIGH PERFORMANCE MAGAZINE HOT ROD MAGAZINE CLASSIC TRUCKS MAGAZINE SUPER CHEVY MAGAZINE POPULAR HOT RODDING MAGAZINE PERFORMANCE PRODUCT REVIEW I 15

16 PERFORMANCE PRODUCT REVIEW 2007 ON DECK TAKE A SNEAK PREVIEW AT THE PRODUCTS PPR WILL BE REVIEWING IN UPCOMING ISSUES Lightweight Steel Retainer COMP Cams has developed a series of new lightweight steel retainers that rival the performance of titanium with the durability and cost-effectiveness of steel. CNC-manufactured from a high grade alloy steel, the weight is significantly less than regular steel retainers and only 2-4 grams heavier than titanium but has a greater wear resistance. These retainers were developed using the latest FEA and CAD software to allow for optimization of weight and strength, and were Spintron tested under extreme rpm, race conditions for laps without failure. These are light enough for Sportsman race applications and durable enough for street. FAST Ethanol/Methanol Air/Fuel Meter The revolutionary FAST Ethanol/Methanol Air/Fuel Meter is an easy-touse, two-sensor, wide-band air/fuel meter available for engine tuners and dyno operators. Compatible with E85, E98 and methanol fuels, it s the only one of its type available to the public. Available in a single or dual sensor version, the Ethanol/Methanol Air/Fuel Meter features the easyto-use, built-in data logger that doesn t require you to download to a laptop but simply plays back the air/fuel information on the unit s large, backlit display screen in real-time. Pro Torker SBC Vortec Cylinder Heads from RHS With superior airflow and cooling characteristics, Pro Torker Heads are the most powerful iron Vortec heads ever. Made from premium grade cast iron, these economical, ready to assemble castings feature high-velocity 170cc intake runners to deliver low-end torque without compromising horsepower. With intake/1.600 exhaust valves and 64cc combustions chambers, these RHS cylinder heads suit a wide variety of street and race applications. Max-Cool Transmission Coolers from TCI Heat has always been the #1 cause of premature automatic transmission failure. A TCI Max-Cool Transmission Cooler is the most effective way to keep your transmission cool and extend its durability and performance by using pre-drilled mounting plates and 3/8-inch push-on fittings. Available in four different sizes, the TCI Max-Cool Transmission Coolers utilize a special plate and fin design, which reduces transmission temperatures by 33% over tube-style transmission coolers. 16 I

17 LS1 Dual Valve Spring Kit from COMP Cams For extremely aggressive hydraulic and solid roller valve trains up to.650 lift, COMP Cams has created an LS1 Dual Valve Spring Kit that includes Part #26921 dual valve springs, #754 lightweight titanium retainers, #511 steel jacketed valve seals and #4695 spring seats. The LS1 Dual Valve Spring incorporates Super Clean chrome silicon alloy material to deliver unmatched fatigue and breakage resistance and is a complete drop-in replacement for stock valve springs and related valve train components, and no machine work is required. ZEX Turbo Nitrous System Turbos make incredible power on any engine, but the downside is that it takes several seconds for the turbo to build power producing boost. The ZEX Turbo Nitrous System eliminates this boost lag by injecting a small shot of nitrous when the engine goes to wide open throttle. This nitrous generates additional exhaust volume that spools the turbo up instantly. Once the turbo builds boost, the ZEX kit automatically shuts off using the supplied, fully adjustable boost switch. XFI Fuel Injection With Intelligent Traction Control from FAST One of the hardest problems to control at the drag strip is the loss of traction that comes from trying to put too much engine power to the ground with too little tire. Utilizing state-of-the-art predictive software in conjunction with the most sophisticated electronics in the industry, the XFI with Intelligent Traction Control continually measures driveshaft speed in order to accurately determine when to reduce engine power and eliminate loss of traction due to wheel spin. The standalone EFI system is available in both 8 and 16-injector versions, with or without internal data logging. TCI Transmission Packages TCI performance-proven transmission packages contain all of the critical drivetrain components needed to deliver your engine s horsepower to the pavement all in one simple, easy-to-order package. Packages are available for all popular Chrysler, Ford and GM applications from mild street rods to hardcore street/strip vehicles and include a triple-tested TCI transmission and torque converter, performance transmission cooler, dipstick and three gallons of Max-Shift Performance Transmission Fluid. PERFORMANCE PRODUCT REVIEW I 17

18 PERFORMANCE PRODUCT REVIEW 2007 XIM IGNITION MODULE SYSTEM FROM FAST Since their introduction, distributor-less ignition systems (DIS) have delivered reliability and efficiency and have improved ignition spark energy over conventional single-coil distributor ignition systems. DIS, also called coil pack ignition, has grabbed the attention of the big three American automobile manufacturers, which have switched over to this ignition type for all of their current V8 engines. The primary challenge DIS faced in a street performance or racing application has been the difficulty of retro-fitting a coil pack ignition into a vehicle running an aftermarket fuel injection system, let alone a carburetor such as can be run with GM Gen III/LS-based engines, Hemi 5.7L and 6.1L engines. Also, tuning a coil pack ignition system for best performance with a restrictive factory engine control computer has been next to impossible. FAST has addressed this issue with its new XIM Ignition Module System that provides plug and play coil pack performance. The XIM is a state-of-the-art electronic ignition system that takes over the role of the factory ignition system on coil pack or distributorless ignition engines, such as GM Gen III/LS1, LS2, LS6, LS7; Ford Modular 4.6 and 5.4L; and Chrysler 5.7 and 6.1L Hemi engines. In addition to being a standalone unit, the XIM is also designed for use in combination with the FAST XFI EFI System. Full-engine tuning with the FAST XFI/XIM System is straightforward and simple. Precise fuel and REAL WORLD REVIEW spark balancing can be programmed into the ignition system because of the sophisticated software that offers users the ability to create a vast number of EFI maps not previously offered in an EFI system. Virtually anyone with a fundamental understanding of engine tuning will find the system easy to navigate because of the user-friendly process. The result is that virtually any performance curve can be dialed into your ignition system with just a few simple keystrokes. In addition, the XFI/XIM System provides the ability to preprogram up to four different EFI Maps so that the tuning you desire is available with the flip of the in-car switch. As a standalone unit or in combination with the XFI System, the XIM delivers true plug and play performance by using factory style connectors to hook up to your factory coil packs and sensors without any modifications. For the distributor-less engine, the XIM provides a clear solution for delivering a precise fuel and spark balance, resulting in maximum engine performance. KENNY FAULK FAULK AUTOMOTIVE MEMPHIS, TENNESSEE Racing is the most demanding and competitive sport around, and because my wife Amy is an NHRA drag racer, we have to know that every part in the car is the best and most reliable possible. When the new XIM System came along, we took a good long look at it and decided to run with it. We use the XIM System in combination with the XFI Electronic Fuel Injection System and for our car, it s exactly what we were looking for. I m no computer wizard, but I can tell you that the system is easy for an old country boy like me. When we go to race, we have to know that the engine is gonna run right and with the XIM we know the ignition is right. Installation is not complicated. Everything is labeled so there is no problem in knowing what gets plugged where. Mounting the system is also not complicated and in the case of our car, we created a mount plate that fits real good on the passenger side under the dash. From that place, the connections are pretty easy to make. One of the great parts of the system is the program switch that gives the ability to preprogram four different tuning setups. Then it s just a matter of pushing a button to change engine tuning. Would you recommend this product to others? Yes, I ve used other systems, and I won t mention any brand, but without a doubt the XIM System is the best. 18 I

19 INSTALLATION / TECHNICAL HANDS-ON INSTALL Installing the XIM System is fundamentally simple. The first decision to make is where to mount the module. With that decision made, the process is a simple plug and play exercise. The harness is routed from the module through the firewall to the proper locations to plug it to the engine. As is demonstrated in the following photos, connecting the system together is very clear because each plug is labeled for its specific location. 1 In this installation the XIM Module is mounted to a custom-made plate that will fit on the floor on the passenger side. The XFI and XIM Modules are mounted side by side and the plate is designed to fit snugly up under the dash so that the harness connections will go directly through the firewall to the engine compartment. 2 With all the connections routed and in place, the system is connected. This photo is the connection of a harness plug to the coil pack. All harness plugs are an exact factory match. 3 The system connects easily because each plug is labeled like the one shown here. 4 The harness connection to the module is a straightforward plug in process. 5 This photo shows the program switch that allows users to store four tuning programs. With the press of the switch the program can be changed. 6 In this installation, the program switch is mounted to the same plate the XIM and XFI Modules are mounted to. The switch may be mounted anywhere convenient WHAT OTHERS SAY Electronics are as critical as any part of the car. Without proper electronic communication to the engine, the best engine component combination in the world won t run correctly. I looked at many products before deciding on FAST. The FAST combination of the XIM and the XFI is simply the best in the market today. From installation to programming, this system offers about everything you can think of. The programming system is very easy, and the flexibility in programming is fantastic. When you throw in the ability to preprogram four setups that can be changed with a simple press of a switch, you have the most complete system possible. Steve Legens Legens Hot Rods, Martin, Tennessee AS SEEN IN: CAR CRAFT MAGAZINE CHEVY HIGH PERFORMANCE MAGAZINE GM HIGH TECH MAGAZINE POPULAR HOT RODDING MAGAZINE STREET RODDER MAGAZINE SUPER CHEVY MAGAZINE PERFORMANCE PRODUCT REVIEW I 19

20 PERFORMANCE PRODUCT REVIEW 2007 PRO ACTION BIG BLOCK CHEVY CAST IRON HEADS FROM RHS Air flow is among the most critical functions to produce the best power possible in an engine. It s no secret that engines can gain power by improving the intake ports to increase flow. Many times stock heads are the specific limit to power when engines are being built or upgraded. Finding a head that has good flow right out of the box proves challenging because many manufacturers do not utilize the best procedures to ensure the best cylinder head air flow. Racing Head Service (RHS) heads have shown to be a quality part right out of the box, and they display a number of quality features. These heads are available for many applications and are manufactured in both cast iron and aluminum. RHS employs a process called Clean Cast Technology to produce heads with performance equivalent to many CNC-ported heads. The cast iron Pro Action Heads from RHS are especially well-made and many of the features provide advantages that other head manufacturers do not. Among the features are high-volume exhaust ports and improved port-to-chamber transitions versus the stock heads. Intake runners are available in 320cc and 360cc that allow you to tailor the heads to your engine s cubic inches and camshaft. Intake valves can be specified at and 2.300; exhaust valves are inch diameter, and the combustion chambers are 119cc. The water jackets are designed to eliminate hot spots to reduce the chances of detonation. They also feature thick deck surfaces that provide the option of angle-milling the heads or upping the engine s compression with smaller combustion chambers. The Pro Action Big Block Chevy Cast Iron Cylinder Heads are available bare or complete with valve springs, stainless steel valves, retainers, locks and guide cups so you will know everything is matched to work best with the rest of your valve train. The heads are compatible with all original equipment and aftermarket parts. That means you can upgrade power with an improved set of cylinder heads and not break the bank by having to purchase a new intake and exhaust headers, too. They also feature multi-angled intake and radius exhaust seats and accept inch springs and standard style rockers and valve train. REAL WORLD REVIEW JIM GUTHRIE JIM GUTHRIE RACING WHITTIER, CALIFORNIA 20 I We operate a 21 foot long rescue jet boat for the National Jet Boat Association (NJBA). If there is any urgent need to get to an accident site, or any other emergency during a NJBA event, this boat is called on to get there fast. We are staffed on the boat with four divers ready at a moment s notice to perform rescue operations. Everyone at the events relies on our ability to respond immediately to emergency situations, so we have to know our engine is always ready and up for the task. The boat s engine is a 489 cid Big Block Chevrolet, and it s equipped with the best of everything so we know it s powerful and quick enough to get on site of an emergency. When we built the engine we did our homework and selected the best parts so the engine would provide quick response and high power. One of the main ingredients in the engine is the set of RHS Big Block Chevy cast iron heads. We chose them because of the superior characteristics the heads provide. For example, the casting is really good, there is no porosity anywhere and the radius on the intake is excellent as cast. We flowed the heads using stock valves size and with no modifications the flow numbers were excellent. The RHS heads are a very important part of our engine and when it s time for another engine, we will go with them again. Would you recommend this product to others? Without question. As a very important part of the engine, we rely on RHS heads.

21 INSTALLATION / TECHNICAL HANDS-ON INSTALL The Pro Action Big Block Chevy Cast Iron Heads are available bare or fully assembled. Installation is a standard procedure of bolting them in place using the correct gaskets. In the case of replacing a set of heads, it s important to remove and replace the old gaskets before bolting the heads in place. The heads have several advanced features that make them a quality part. For example, they come with multi-angled intake and radius exhaust valve seats that flow well. The water jacket design is very efficient for improved thermal conductivity and reduced risk of detonation. Valve guides are designed with tight tolerances that demonstrate extended durability and the decks have thick faces for angle milling. Valve seats are hardened for extreme durability in an extreme application and harsh fuel environments. 1 Out of the box, the quality of the heads is evident. This is a fully assembled head from RHS. 2 The heads have phosphorus bronze exhaust valve guides for superior heat dissipation and manganese bronze intake guides for longevity. 3 They also feature multi-angled intake and radius exhaust seats and accept inch springs and standard style rockers and valve train. 4 Runners are available in 320cc and 360cc configurations WHAT OTHERS SAY Finding a quality set of heads that are precision right out of the box is a real plus. RHS heads have proven to be everything they said they would be. The heads bolted on without any difficulty. Simply put, these heads are a perfect match for my engine and have been performing flawlessly. Finding any better heads for my engine would be almost impossible. Ken Abbott Abbott Racing Heads, Crane, Texas AS SEEN IN: MUSCLE CAR REVIEW MAGAZINE ENGINE MASTERS MAGAZINE DRAG NEWS MAGAZINE SUPER CHEVY MAGAZINE PERFORMANCE BUSINESS MAGAZINE PERFORMANCE PRODUCT REVIEW I 21

22 PERFORMANCE PRODUCT REVIEW 2007 TRACTION CONTROL WINDOW SWITCH FROM ZEX The new Traction Control Window Switch from ZEX was developed primarily as a safety device for enthusiasts that have nitrous systems in their vehicles. It is a simple standalone unit that is really a dual function switch. That s because it permits the user to set a safe rpm range in which to operate a nitrous system, and it allows the user to select which gear the nitrous activates in. On the rpm side of the equation, this system provides the ability to set the low and high rpm window. This ability is vital to nitrous users, because engaging nitrous below 2500 rpm can cause engine damaging detonation. Operating nitrous in a high rpm range where the engine hits the rev limiter can lead to dangerous intake system backfires, also resulting in engine damage. The Traction Control Window Switch provides the ability to specifically set the activation and deactivation rpm points that effectively eliminates the possibility of this type of engine damage when a nitrous system is in use. The other half of the equation is the unique traction control feature called ZEX Skip-Shift Technology. This feature permits users to select the gear in which the nitrous injection will begin. This is advantageous because a nitrous system creates so much power from the onset, it s important to activate nitrous in the correct gear. For example, for any street car, a shot of nitrous in first gear can easily cause tires to break traction, resulting in smoking tires rather than delivering usable power to the ground. With the advantage of selecting the right gear, traction loss is no longer an issue. The Traction Control Window Switch design is simple and is comprised of a single control unit with wire lead connections. Its simplicity makes installation easy and the box can be mounted in virtually any convenient location. It comes with complete and easy-to-follow installation instructions, so its installation can be completed in approximately one hour by anyone with average mechanical abilities. With powerful features in a very easy-touse package, the system is fully user-programmable with full capabilities up to 20,000 rpm, which makes it compatible with almost any nitrous application. REAL WORLD REVIEW ZACH TIBBETT DEWITT, ARKANSAS y Mustang GT is my pride and joy and being Ma performance enthusiast I like anything that will add performance to my car. Sure, this car is powerful from the factory in its stock configuration, but I wanted more performance on demand so I put a ZEX nitrous system on board. Even though I love the nitrous, I have to be smart about it, and now with the addition of the new ZEX Traction Control Window Switch I have full confidence that my nitrous system operates in the proper gear and rpm window. The system is great and being able to program gear selection and rpm range is a real safety feature and anyone with a nitrous system should use the ZEX Traction Control Window Switch. Installing the switch was very easy. It only took a few simple wire connections and I was good to go. Would you recommend this product to others? Without a doubt I would. It provides safety and is really easy to install and program, so yes I would recommend it to people who use any nitrous system in their cars. 22 I

23 MAGAZINE INSTALLATION / TECHNICAL HANDS-ON INSTALL Installation of the Traction Control Window Switch is not complicated and can be achieved in an hour or less. The complete and easy-to-understand installation instructions are included. The system is composed of a single control unit that, when connected, calibrates itself for a given engine. The wire leads connect to specific locations as described in the instructions. The LED box can be mounted in a location that s convenient for users, and it is completely weatherproof, which means it can be mounted under the hood without any worry due to heat or moisture. In addition, because the gear selection portion of the programming is rpm based, no complicated transmission sensor is needed. 1 The Traction Control Window Switch is very easy to install. There are five colored wires that exit the unit: 1 green, 1 red, 2 white, and 1 black (the black wire is the ground wire). Where each one is connected is clearly explained in the instructions. 2 The red wire connects to the nitrous system arming switch, then goes to nitrous management unit as shown in this photo. 3 The two white wires serve as the circuit completion. Each wire comes from the switch and one taps into the TPS voltage wire. The other goes to the Nitrous Management Unit. 4 The green wire goes to the tachometer signal. 1 2 P P R A P P R O V E D best performance Innovation P E R F O R M A N C E P R O D U C T R E V I E W M A G A Z I N E 3 4 WHAT OTHERS SAY The ZEX Traction Control Window Switch keeps me from hurting my motor by regulating when nitrous engages and shuts off. It s also very cost competitive to other nitrous switching devices, but it is the only switch that has the gear activation feature. This feature, along with the rpm selection, makes the window switch a complete safety device, and it actually makes my nitrous more effective by making sure I get power to the ground. Theron Walker Memphis, Tennessee AS SEEN IN: MUSCLE MUSTANGS AND FAST FORDS MAGAZINE HONDA TUNING MAGAZINE MUSTANGS AND SUPER FORD MAGAZINE CHEVY HIGH PERFORMANCE MAGAZINE CORVETTE FEVER MAGAZINE GM HIGH TECH MAGAZINE PERFORMANCE PRODUCT REVIEW I 23

24 PERFORMANCE PRODUCT REVIEW 2007 PRO MAGNUM ROLLER ROCKER ARMS FROM COMP CAMS High-performance engine builders are constantly in search of the most reliable and state-of-the-art parts to ensure the engines they build perform to their highest capabilities. They also look for valve train components that will survive high-performance demands. In the not too distant past, high-performance engine builders had to make a choice between stainless steel rockers for strength and reliability or aluminum rockers that offered light weight and low cost. The need to make that choice has been eliminated since the arrival of the Pro Magnum Rockers from COMP Cams. In the 80s, COMP Cams developed the Magnum roller tip rocker that quickly became the industry standard for street and mild race applications. However, the need for a lightweight yet strong roller rocker for the more aggressive demands of high-performance engines still existed. Building on the success of the Magnum rocker, COMP engineers set a goal to develop a rocker that would meet these high rpm application demands while maintaining light reciprocating weight and strength characteristics, as well. An additional goal was to create a rocker arm that could provide a friction-reducing fulcrum using needle bearings and a roller tip for reduced friction between the rocker and the valve stem. It also needed to be less expensive than stainless steel rocker arms. Those goals were met with the design and development of the Pro Magnum line of roller rockers. By using advanced computer technology, including Finite Element Analysis (FEA), COMP engineers added strength where it was needed and reduced mass in low stress areas, with the result being a rocker that s 5% lighter in reciprocating weight than most aluminum rockers, yet producing greater valve train stability at higher rpm. The material chosen for the Pro Magnum was 8650 chromemoly steel, a material three times as strong as the aluminum used in many rockers. The material, along with the physical design of the rockers, produces a strong rocker with efficient geometry. The Pro Magnum design enables the use of a larger trunion with more needle bearings, which spreads the load more evenly to produce greater longevity. Other features include an integral pushrod seat that ensures accuracy and saves weight. The design also provides more clearance between the rocker and valve spring than other rockers. REAL WORLD REVIEW RAY FIELD DOUGANS RACING ENGINES RIVERSIDE, CALIFORNIA 24 I As an engine builder, I am always concerned with using the best of everything in our engines. Among the many high-quality parts we use are the Pro Magnum Rockers from COMP Cams. When you look at the quality, there is nothing on the market like them. We use them in applications from hydraulic flat tappets on up to pretty serious solid roller stuff with spring loads from lbs. The Pro Magnum is priced like a mid-level rocker, but we have no hesitation in using them in the more serious, high-end applications because they have a demonstrated history of long life and because they have proven to be a superior rocker. Another reason we like these rockers is the design. They have more clearance between the rocker and valve spring than other rockers, and they also feature pushrod seats that are integral to the rocker rather than having a press-in seat found in other rockers. Pro Magnum Rockers provide good geometry and the roller tip life is superior. We have never had a bearing fail; we have never had a Pro Magnum Rocker fail in any way. We use them in circle track, marine endurance, street rod, street cars, drag boats and drag racing applications. For any stud mount rocker application we won t use any other rocker. Would you recommend this product to others? The only way I recommend products to others is when they are absolutely the best available and the Pro Magnum fits that category. Yes, I would recommend them. Any high performance engine builder should use them.

25 INSTALLATION / TECHNICAL HANDS-ON INSTALL Pro Magnum Rockers have become the new standard for their application, and are being widely used by professional engine builders and do-it-yourself enthusiasts. Installation of the Pro Magnum Rocker is a very straightforward and simple process as is shown in the following picture sequence. 1 The first step is to clear away any valve cover interference such as plug wires or any wiring harness connections so the valve cover can be removed. 2 Installing the rockers is a simple process of placing the rocker on the stud. 3 The Pro Magnum Rockers feature many benefits such as good geometry, more needle bearings to spread the load more evenly and integral pushrod seats as shown here. 4 Next, the rocker is tightened into place. 5 The final step is the adjustment of the rocker. As is shown here, a special tool is used for the adjustment. There are several on the market. The Pro Magnum Rockers come with a lifetime warranty on the rocker bodies and they are also fully rebuildable WHAT OTHERS SAY I have a 383 cid Small Block Chevy and it s equipped with all COMP parts. I decided to use the Pro Magnum Rockers because they are proven to be stronger than aluminum. They are also light and lighter weight at the valve produces increased durability and it keeps me away from valve float. I really like them. Nick Blanck Lima, Ohio AS SEEN IN: POWER AND PERFORMANCE MAGAZINE SUPER CHEVY MAGAZINE CHEVY HIGH PERFORMANCE MAGAZINE SUPER ROD MAGAZINE HOT ROD MAGAZINE PERFORMANCE PRODUCT REVIEW I 25

26 PERFORMANCE PRODUCT REVIEW 2007 GM TRANSMISSION ADAPTER PLATES FROM TCI It s been said that the one constant is change. What s in today is out tomorrow. This describes drag racers perfectly. Forty years ago, many people dismissed the Powerglide as a transmission that should only be used behind a low powered 6 cylinder engine and was even referred to as the PowerSlide. No one thought in 1962 that the thennew Powerglide GM transmission would become so popular for drag racers today. Not only that, but it s even more unlikely that anyone thought the GM Powerglide would end up bolted onto a Ford or Chrysler engine. But chances are when you find a drag car of any make that has hp, it has an updated version of one of these old-school transmissions in it. This is possible because TCI has a transmission adapter plate that permits the Powerglide to be mounted to Ford and Mopar engines. The adapter plates come as a kit and are built with reliability and durability in mind. The plates are constructed from 6061-T6 aluminum and come in 1 4- inch thickness and some are available in 1 2-inch thickness. The adapter plate kits come complete with all the mounting hardware necessary and include a Safety Foundation Institute (SFI) approved flexplate. The plates have passed SFI s rigorous testing procedures and have been tested to more than 10,000 rpm, which ensures racers are legal to run 10s or quicker in the quarter mile. Each plate features heavy-duty GM bellhousing pattern studs that are attached to the mounting plate. This feature assures the proper transmission to engine match, and mounting is simplified because the transmission easily slides onto the mounting studs, which guide the transmission onto the engine dowels. The plates shape offers another feature they are built to accommodate a variety of applications and, as such, require some trimming for each application. Trimming allows them to bolt to the frame as an engine mounting plate on anything from a 69 Cuda to an 07 Mustang. If they are not to be used as an engine mounting plate, the excess material can be trimmed, and it can be used solely as an adapter plate. Whether you have a Small Block Dodge 340 that you want to bolt a TH350 to or a Ford FE 390 engine that you decide to bolt a TH400 to or most anything in-between, the TCI adapter plates have a broad list of applications to serve racers needs. REAL WORLD REVIEW JERRY THOMPSON ASHLAND, MISSISSIPPI his 1967 Plymouth Barracuda is what I take Tout on the weekends to go bracket racing. I ve won a good number of races with it, and one of the reasons it competes well is that I m running a GM Powerglide transmission that s mounted to my Mopar engine. Running the Powerglide is a real advantage because it s lighter and takes less horsepower to operate because it has less rotating weight inside the transmission. Without the Powerglide in my car I couldn t compete as well. The TCI adapter plate makes the match possible. Making the conversion was not complicated and a helper and I did it in about half a day. The adapter plate kit is complete and has everything I needed to make the transmission swap. Would you recommend this product to others? Yes. Any racer like me needs to have the right transmission in their car and the adapter plate makes that possible, so yes I would recommend it. 26 I

27 INSTALLATION / TECHNICAL HANDS-ON INSTALL Installing the TCI adapter makes a match between a Chrysler or Ford engine and a GM transmission. Installation of the adapter plate requires removing the existing transmission and, as such, is a job for two people. With the proper tools and a good foundation in mechanical ability, this job can be completed in approximately four to six hours. The following photos illustrate an overview of features and adaptations necessary for adapter plate installation. 1 The plate is attached to the engine with bolts that are counter sunk. This feature allows no interference to the transmission bellhousing. 2 Torque converter spacers come with the plate adapter kit. They are used to properly space the torque converter into the transmission pump 3 The adapter plate can also be used as a rear engine mount as shown in this Mopar application. 4 Driveshaft and yoke modifications are required with the use of the TCI adapter plate assembly kit WHAT OTHERS SAY I ve used this plate for over eight years on three different cars. Having a Powerglide in my Mopar is one of the reasons we run well at the strip and because it s a two-speed transmission it affords a real speed advantage. The TCI adapter plate made it possible for me to have this GM transmission in my car. I would tell anyone that s thinking of using a GM tranny on their Ford or Mopar engine that it s well worth the time and energy to use the TCI adapter plate to make the change. Patrick Fitzgibbon South Holland Dodge, South Holland, Illinois AS SEEN IN: ROD AND CUSTOM MAGAZINE RACE PAGES MAGAZINE POPULAR HOT RODDING MAGAZINE KIT CAR MAGAZINE CUSTOM CLASSIC TRUCKS MAGAZINE PERFORMANCE PRODUCT REVIEW I 27

28 PERFORMANCE PRODUCT REVIEW 2007 DESKTOP DYNO ENGINE SIMULATION SOFTWARE FROM PRORACING SIM For engine builders, there is no better way to certify how well an engine performs than taking engine dyno readings. The dyno is a powerful tool that verifies the valve train is precisely what the engine builder intended. The downside to this: A dyno run may show that the engine components were not exactly the right combination. STEVE BRULE WESTECH PERFORMANCE MIRA LOMA, CALIFORNIA 28 I REAL WORLD REVIEW Engine building and analysis is what I do for a living. For me and other engine builders, making sure an engine has the right combination of valve train parts for a specific application is critical. In the past we have relied on experience and the vast accumulation of data to design and build an engine. It s been a tried and true system that was the way engines were designed and built. As you can imagine, this system consumed substantial time and required that I have a variety of parts available to change if the result was not satisfactory. That s all changed now with the arrival of DeskTop Dyno. This program has literally changed the process, in that I can now build an engine on the computer before the first part is ever purchased. The capabilities offered by this program are really nothing short of incredible. I can computer-build engines and do it with more options of analysis than I ever thought possible. Now there s a way for engine builders to have a very close picture of what an engine will produce before it s ever assembled. ProRacing Sim offers the DeskTop Dyno for professional engine builders and it offers virtually unlimited engine combination possibilities. DeskTop Dyno is a Windows-based engine simulation program offering extended component testing and predictive accuracy. With this software, builders can create and test any 1- to 12-cylinder, 4-cycle engine imaginable. Designed for the serious engine builder or enthusiast, this simulation software elevates engine building to a new level. The engine design can use virtually any components, including custom cylinder heads, any headers, any cam timing, a wide range of bores and strokes, valve sizes, even connecting rod length and angularity. The program also tests forced-induction systems, including turbos, roots, and centrifugal blowers that can be used in the engine design. There are modules included in the program, such as the compression-ratio calculator, the CamManager and QuickIterator, all of which provide high speed calculation tools. The modules provide even more indepth analysis and options for engine builders to choose from when designing engines. Among other features is a custom interface that shows parts on the left and test results on the right. By using the Direct-Click menus, users can select from a wide variety of parts, or enter your own custom specs to design an ultimate engine. The program instantly displays horsepower, torque, volumetric efficiency, and other engine performance data on customizable graphs and tables to within 5% of real dyno data. The advantages of this software are clear with DeskTop Dyno. Engine builders can accurately predict the result of an engine design before the first part is ever purchased. In time and money savings alone, the program provides a substantial advantage. And when you add in professional features, testing capability and high-accuracy, DeskTop Dyno is a tool every engine builder should have. I have done many computer-builds and compared output to actual engines we have dynoed. The projected results from the DeskTop Dyno program compared to actual dyno results of the same engine are fantastic. The program has proven an invaluable tool. Would you recommend this product to others? Yes engine builders should have this program.

29 INSTALLATION / TECHNICAL HANDS-ON INSTALL DeskTop Dyno is a PC-based software program and will operate in Windows95/98/Me/NT/2000/XP. Installation and use of the program is very user friendly. The module components, like the base program, are very easy to navigate, even for the computer novice. DESKTOP DYNO FEATURES: Accurately simulate 1-to-12 cylinder, 4-cycle engines and produce results within 5% of real dyno data Graph horsepower, torque, volumetric efficiency, engine pressures Work with shorter bores & strokes (as small as 3.0-inch bore, 2.5-inch stroke; 1.5-inch stroke and 2-inch bore with optional Pro Tools Kit) Improved induction models, more intake manifolds, supplied with 100+ cylinder head flow files Test any cylinder head design; choose from menus or directly enter custom flow-bench data Improved flow modeling, supports 1, 2, or 3 valves per port QuickAccess buttons, more engine data, 140-page color users manual Test Detroit iron, sport compact powerplants, stock or custom racing engines Combine any induction with any fuel, including nitrous-oxide injection Uses filling-and-emptying, full-cycle simulation, renown for speed and accuracy Advanced Windows interface with easy-touse, Direct-Click menus, and enhanced graphics Graphs fully customizable; display/compare any engine variable Simply click on any component and select from extensive menus or enter your own custom specs Build and test virtually any 4-cycle engine Instantly switch between US & metric units Find the best parts for street or racing applications Easy component selections, just point and click Test alternate fuels and nitrous-oxide injection Auto-scaling power, torque, pressure curves Display and print components and color graphs Test carburetors/injection, stock & racing manifolds View and print engine pressures, efficiencies Use built-in advanced calculators (cam, CR, airflow) DESKTOP DYNO TUNES THESE KEY ENGINE COMPONENTS: Bore and stroke Number of cylinders Intake and exhaust valve sizes 1, 2, or 3 valves per port Modify valve event timing, valve lift New lobe acceleration analysis and modeling Change lobe centerlines and durations Intake/exhaust port design and modifications Wedge, canted, Hemi, and 4-valve heads Improved flow-bench data modeling Enter flow data to model any cylinder head Up to 4000 cfm peak induction flow Any carburetor (multiple or single) or fuel injection Intake manifold and exhaust systems Compression ratio from 6:1 to 18:1 Various fuels, including gasoline and methanol Nitrous-oxide with gasoline DeskTop Dyno provides a wealth of on-screen information as shown here. 2 A keystroke makes charts and graphs instantly available on-screen and available for printing. WHAT OTHERS SAY The DynoSim program is easy to load for a computer novice like me. I am happy about how simple the program is to navigate and that data input is very simple. The dyno data printout really gives me a great deal of detailed data that s invaluable in understanding the full picture on what adjustments should be made to increase power and torque of engines. DynoSim is a highly technical tool that I will use for all my engine building projects from here on out. Jim Shewbert Jim Shewbert Power Systems, Simi Valley, California AS SEEN IN: SUPER CHEVY MAGAZINE ENGINE TECHNOLOGY MAGAZINE GM HIGH TECH MAGAZINE PRECISION ENGINE MAGAZINE PERFORMANCE BUSINESS MAGAZINE VICTORY LANE MAGAZINE STREET ROD BUILDER MAGAZINE PERFORMANCE PRODUCT REVIEW I 29

30 PERFORMANCE PRODUCT REVIEW 2007 TWIN SIDEDRAFT INDUCTION SYSTEM FROM INGLESE Ask street rodders what s most important about their cars and they will likely put their cars looks at the top of the list. The special look of a car ranges from the smallest interior detail to the ultra glamorous look many achieve in the engine compartment. For a street rodder, the engine compartment is central in the quest for great looks and often the engine resembles a highly polished gem. Nothing is spared to acquire a special look and everything down to the smallest bolt is likely to be chrome plated, anodized, or custom-color painted. Nothing is spared in giving the engine a sparkling appearance, including the carburetor, which is often a gleaming crown on top of the engine. However, many have a need for more than just a common carburetor that s been made to look attractive. These enthusiasts want the glamorous look but they also want that extra exotic look like that of the Twin Sidedraft System from Inglese. The Twin Sidedraft System was designed to give the street rodder and nostalgic racer an exotic look while also providing the performance Webers are known for. The Twin Sidedraft System features dual Weber carburetors that became popular in the 60 s and 70 s when they were grafted on to cars like the Shelby Mustang and Shelby Cobra. They mount to an intake adapter plate that enables the system to mount to any engine with a 4-barrel style intake manifold. The fuel delivery and throttle linkage setup has removed the complications of the past because Inglese has done the tuning and setup. Every system is built with handtuned jetting to match a user s individual configuration. Each carburetor is a Weber DCOE 40mm (tuned from cfm), and the unit is a virtual bolt-and-go system that delivers both a striking appearance and solid carburetor performance. Visually, the Twin Sidedraft System can be tailored to just about any look one can imagine. The finish can be chrome, custom-paint, or even a high-luster aluminum ceramic finish that makes the system even more exotic. With the combined features of striking looks and solid performance, the Twin Sidedraft provides a way for street rodders and nostalgia racers alike to have a solid performing system that s likely to turn heads. REAL WORLD REVIEW CHUCK GLEAVES MEMPHIS, TENNESSEE Having been around racing for a lot of years, I ve gained an appreciation for cars in general. Racing is over for me now but my interest is in high-performance street cars. I really like a good looking car, especially under the hood. When I saw the Inglese Twin Sidedraft System I knew it would be a great addition to my car. Installing it was a breeze and only took 30 minutes. Bolting the system to the flange, connecting the fuel line, and connecting the throttle linkage was all it took. The performance is great, and the throttle response is really wicked. The dual Weber carburetors develop a great deal more torque for a greater seat of the pants acceleration feeling than a standard carburetor. In addition to the performance, everybody loves the radical look of the system. The car gets a lot of attention when the hood is up. Would you recommend this product to others? For anyone looking for a carburetion system that produces great power and looks great too, I would definitely recommend this unit to them. 30 I

31 INSTALLATION / TECHNICAL HANDS-ON INSTALL Installing the Inglese Twin Sidedraft System is very simple, and really only requires bolting the system on, connecting the linkage and fuel lines and driving away. It really is no more complicated than that. The time it takes to make the exchange can be as short as 45 minutes. 1 With the old carburetor out, the Inglese Twin Sidedraft can be mounted to any 4-barrel style intake manifold. 2 The next step is to bolt the Twin Sidedraft to the carburetor flange. 3 With the Twin Sidedraft securely in place, the fuel line is connected. 4 The final step is to connect the throttle linkage. Once this step is done, users can take the car for a spin WHAT OTHERS SAY Being an avid street rodder I love a great looking car and I especially like a great looking engine. The addition of the Twin Sidedraft System to my car has provided an out-of-the-ordinary look that nothing else can provide. The power is great but for me the look is the best thing. My unit is chrome plated and when the hood goes up, it really draws a crowd. Jay Adams Southaven, Mississippi AS SEEN IN: KIT CAR MAGAZINE STREET ROD BUILDER MAGAZINE STREET RODDER MAGAZINE ROD AND CUSTOM MAGAZINE HOT ROD MAGAZINE PERFORMANCE PRODUCT REVIEW I 31

32 PERFORMANCE PRODUCT REVIEW TH ANNUAL AETC CONFERENCE SUMMARY DECEMBER 11-13, 2006 It s all about the search for knowledge. The sharp engine builders, racers, and entrepreneurs know if you stagnate, you become just another trackside distraction. For the motivated internal combustion engine technologist, this is more than just the occasional search, this quest has a tangible end the quest for more horsepower. That is what brings a couple of hundred pilgrims together every year, hungry for what a select group of speakers over three days promises to deliver. The Advanced Engineering Technology Conference, (AETC) has been promoting new ideas for 17 years and each year it gets a little bit better. One constant throughout this annual gathering has been the connection between theory and practical application. This year, SuperFlow Technologies Group sponsor and master of ceremonies Harold Bettes assembled an impressive mix of the two disciplines that delivered on both counts. JACK SPARKS kicked off the conference with a presentation on connecting rods and pistons. Jack has been involved in the performance industry almost his entire life, starting JACK SPARKS with a tutelage that began under his father, Art Sparks who created ForgedTrue Pistons. Jack represented JE/SRP pistons as well as Carrillo rods and his talk covered a wide area, including piston materials, both present and future, along with a discussion of diamond-like coatings (DLC). Sparks conducted a short tour through piston materials, including the advantages and disadvantages of both 2618 and 4032 and the fact that JE currently offers 155 different designs for pistons based on application and material. Next, the material moved to connecting rods where Sparks covered the classics of forged steel, titanium, and aluminum with a nod toward exotic materials such as ceramics, carbon fiber, and a material called Tialuminide. ED VANDYNE spoke on the use of spark plug ionization technology to evaluate incylinder engine performance. While this sounds exotic and applicable only to the labbound researcher, ED VANDYNE the reality is much more interesting to the racing community. VanDyne founded Adrenaline Research that created the SmartFire technology that uses a sophisticated software program to measure the current and voltage waveforms created by the in -cylinder spark. The SmartFire system inputs an extremely small electrical current into the ignition system and uses the feedback from this input to determine the instantaneous in-cylinder temperature. It is this feedback that is used to determine the onset of cylinder pressure spikes that indicate the initiation of detonation long before typical detonation sensors can pick up that telltale resonance of uncontrolled combustion. The software uses the current flow information to create a cylinder pressure diagram that will quickly indicate a cylinder in distress. By using this information, the racer can easily establish thresholds for ideal timing and air/fuel ratios on an individual cylinder basis. It s obvious that this system can take much of the guesswork out of engine optimization. Its only drawback is its current expense. SuperFlow will begin to market this system as part of an option for SuperFlow dynos in 2009 at the cost of $10,000. VanDyne addressed this aspect by saying he is working with MSD to develop a more affordable system that could perhaps come in closer to $2,000 in the near future. Clearly, this would be a breakthrough in terms of engine tuning and generated a discussion concerning this less expensive approach and how it could be used even at the typical street engine level. VanDyne indicated he has seen power increases resulting from this tuning between one and five percent or more. BEN STRADER, founder and senior instructor at EFI University, took the podium with a solid presentation on barometric pressure, manifold absolute pressure sensors and how they are used (or misused) in a typical EFI system. EFI BEN STRADER University is Strader s company that takes students through the high-performance world of electronic fuel injection. The discussion dove right into the typical volumet- 32 I

33 ric efficiency tables of most EFI systems, looking at how most speed density systems compensate for changes in altitude so that they tend to run lean at part throttle at higher altitudes. Basically, most aftermarket speed density EFI systems assume that when subjected to increased altitude, pressure is reduced, but the density of the air remains the same. The reality is that both pressure and density are reduced. This results in the engine running lean, and although the differential at part throttle is generally small, it is there nonetheless. While this may seem trivial, Strader's point emphasizes the importance of understanding exactly how systems work in order to determine the proper course of diagnostics and repair. In other words, you really need to know how things work in order to tune them properly. BILL GODBOLD, COMP Cams cam designer, spoke on Understanding the Effect of Stiffness and Mass on Camshaft Optimization. Bill has a wealth of experience in designing camshafts, but aggressive cam lobes are only useful if the rest BILL GODBOLD of the valve train can withstand the abuse. Godbold s point was that the old-school approach of just throwing more valve spring pressure at a package until the valve float goes away can often result in further injury to the valve train and is just not sophisticated enough for today s racing environment. The two critical words that reoccurred several times in Godbold s presentation were mass and stiffness. Based on COMP Cams Spintron experience, one of the best solutions is to add stiffness. This not only reduces frequency difficulties but also reduces compliance in the system, often making it easier to predict how the system will respond. The other critical factor is reducing the mass of the valve train, especially on the valve side of the rocker arm. The highlight of the presentation was a short high-speed video of a valve spring on the Spintron. This amazing video captures an excited valve spring doing what COMP s valve spring engineer Thomas Griffin has described as wacking a column of Jello with a spoon and watching it jiggle. The video is an impressive visual presentation of valve spring dynamics. DOUG SCHRIEFER from Barry Grant provided an interesting presentation on carburetor tuning. He delved into tricks of the carburetor trade and how simple ideas like optimizing the placement of the throttle blade to the idle transfer slot will eliminate DOUG SCHRIEFER those cool licks of flame that are often seen even on the supposedly fine-tuned cars like Nextel Cups cars. Next, Schriefer went into some detail on how the emulsion circuits in the main well affect the fuel curve. He also offered several basic suggestions for tuning efforts should it be necessary to change the carburetor s established fuel curve, which is especially useful for circle track or road race cars when considering the idea of tuning for deceleration with an eye toward fuel economy over long races. While most attendees would acknowledge that they understand carburetors, it was also obvious by the volume of questions following Schriefer s presentation that there is still plenty to learn about these simple fuel mixers and how practical application of theory can be especially useful when in search of more power. RICK ROBERTS from Edelbrock spoke on the consideration of developing a high output small block cylinder head for drag racing. Edelbrock has a continuing relationship with second generation drag racer Billy Glidden, and Roberts relationship with the young drag racer has helped Edelbrock produce RICK ROBERTS several excellent Small Block Ford cylinder heads. Roberts presentation quickly established a sophistication that is part of Edelbrock s investment in the technology of high performance components. Covering the use of computerized 3D modeling and then evaluating those designs on computation fluid dynamics (CFD) software to predict their performance in the real world, Rick took the audience through a tour of an excellent evaluation of port design and flow based on comparisons against a theoretical maximum flow potential of an ideal port using flow coefficients. What was interesting was how all of the cylinder heads plotted all revealed a similar curve shape, regardless of how well each performed. ANDY BLOYCE of Oerlikonn ANDY BLOYCE Balzers Coating AG spoke about the growing topic of high performance coatings for motorsports. This discussion led the audience through the various types of coatings for anti-friction, anti-wear, and thermal coatings that can be used beyond just the engine. Bloyce spent time with an interesting discussion on antiwear coatings for both transmission gears as well as cams and tappets, which offer durability advantages critical to motorsports applications. The overall picture is encouraging for coatings in that a wide PERFORMANCE PRODUCT REVIEW I 33

34 range of processes and products can pull increased performance potential out of many different components. JACK KANE is the founder and owner of EPI, a small corporation in Washington state. He is heavily involved in the development of piston engines, most often for the aviation industry. His pres- JACK KANE entation, entitled Internal Loads vs. Engine Life, encapsulated the struggle all race engine builders face when attempting to balance reductions in mass with durability. This is especially critical in the aviation industry since engine failures tend to have much more catastrophic consequences. Kane is currently adapting automotive engines to replace an aging fleet of radial engines for such applications as crop dusters, including the intriguing use of a 427ci Corvette LS7 dry sump engine combined with his Mark- 15 gear reduction propeller box that can handle over 1600 lb./ft. of torque. The second half of Kane s talk offered a quick dissertation on piston acceleration rates based on using rod length-to-stroke ratios (R/S). As an example, Kane pointed to a 146 ci Formula 1 engine that revs to 19,000 rpm using a inch stroke and a 3.94-inch long rod on a 180-degree crank, producing a 2.51:1 R/S. This was compared to a 358 ci Nextel Cup engine making 840 hp using a 3.25-inch stroke spinning 9,000 rpm using a 6.2-inch long rod for a R/S of While wildly different engines, the mean piston speeds of these two engines are surprisingly similar at 4956 feet per second (fps) for the F1 engine and only a slightly slower 4875 fps (a differential of not quite 2 percent) for the Cup engine. Kane then went on to plot maximum piston velocity locations relative to TDC given various R/S ratios and how much this position varies. This is important because maximum valve opening should occur close to the position of maximum piston acceleration. Then the discussion moved to loads induced into the engine based on different rotating component weights. GREG RODRIGUEZ of Harley Davidson presented information on the creation and fruition of the Harley Davidson Destroyer Drag Bike, an GREG interesting take on RODRIQUEZ Harley s marketing of a production drag-only motorcycle. Rodriguez s presentation detailed the original engineering goals with the motorcycle and how the VRXSE 60-degree, watercooled, overhead cam, V-twin engine evolved to become the Screamin Eagle V-ROD Destroyer that produces an honest 165 hp. Then, after much abuse by the Harley development team, the bike is now in full production with hundreds of orders taken the first day the bike was officially released. As it stands now, the bike is capable of 9-second e.t.'s and has been so successful that the All Harley Drag Racing Association (AHDRA) has created the V- ROD Destroyer class specifically for these motorcycles. This is a little like a Harley version of Ford producing those Lightweight Galaxies and Thunderbolts and Chrysler building those limited run Super Stock Hemi Barracudas that are now so highly prized by collectors and drag racing fans. The wrap up for the conference was a lively discussion with the AETC presenters in a group format with the floor opened for questions from the attendees. The questions and discussions that followed opened up some interesting areas. In addition, the sponsors also allowed Popular Hot Rodding Magazine s current Engine Masters editor Steve Dulcich a chance to outline the new rules for the latest Engine Masters competition that will be held at the University of Northwest Ohio in October The plans are already beginning to take shape for the 2007 AETC that will again be held just before the PRI show in Orlando in December 3-5; check for details and information on how you can attend this year s conference. The conference ended with a panel discussion. This open forum provided time for attendees to ask questions and discuss the answers with the presenters. 34 I

35 Open doors for your business at the 2007 SEMA Show Las Vegas Convention Center Las Vegas, Nevada, USA Exhibit Days: Tuesday, October 30 Friday, November 2 Education Week: Monday, October 29 Friday, November 2 Save $35 Register now at For additional information, contact ConvExx Show Management at , ext. 118.

36 Sponsored by: Presented by: KNOWLEDGE IS POWER In the performance automotive industry, knowledge is priceless. Understanding the latest concepts gives you the upper hand whether your goal is to increase sales or win races. The theme at this years 18th Annual Advanced Engineering Technology Conference is The Power of Fuels Winning Today with Tomorrow s Fuel Technology. This will include topics on diesel, bio-diesel, fuel additives, E-85, etc, along with the building and performance of these different engines. This is an open invitation event that allows attendees to get an insiders view of upcoming technology and Partial List of Speakers: theory. AETC is also a great platform to network with industry experts in a relaxing and informative setting. For the early registration price of $500, attendees will receive breakfast and lunch during days of the conference, a booklet & CD containing the speakers presentations, list of attendees, credential to PRI Show and most importantly the priceless experience of meeting industry leaders. Seating is limited, so register or call December 3-5, 2007 Orlando, Florida Nick Haynes Director of Engine Research & Development RCR, Richard Childress Racing Success in Racing Steve Burns VP Racing Fuels Start to Finish, The Evolution and Future of Racing Gasoline David Currier Toyota Racing Development Engine Building for Maximum Performance on Alcohol Yvonne Thiel and Tom Hayden Incyte Technology, LLC Fuel Additives for Racing and Performance And more to be announced soon, check h AETC 3406 Democrat Rd Memphis, TN PH: FX: