guenevere's Blog

Amazing entry to TORC Series by ROUSH YATES ENGINES:

Five victories from six starts

In order to win the race, you must have the equipment to finish the race. As the engine is the core of all such endeavors, it must perform reliably and repeatedly.

No one is more acutely aware of this fact than Roush Yates Engines, an amalgam of NASCAR wizards Jack Roush and Robert Yates, known for their construction of 358 cubic inch engines (operating at 9,600rpm) as mandated by NASCAR, ARCA, and Craftsman Truck Series, among others.

As of mid-summer 2008, Roush Yates 436 cubic inch engines have been particularly devastating in the WSORR (World Series of Off-Road Racing) and TORC (The Off-Road Championship Series) domains.

What makes ‘em tick? According to Roush Yates’ Off-Road Engine manager 46-year-old Mike Kasch, “The peak is 900 horsepower and remains fairly constant between 7,400 and 8,200 rpm. Torque climbs to 675 pounds-feet at 6,000 rpm.

“We build the engine packages with aluminum cylinder blocks and heads and manage them with 6-stage dry-sump oiling systems. These trucks run much like a road course but with jumps, so they are on and off the throttle as traction allows. Right now, we use the same package for both 2WD and 4WD, other than we advance the cam a slight amount in the 4WD because of the extra pull they get in the lower rpm ranges and especially off the corners,” Kasch said.

What makes these engines so overwhelming is a direct result of two key areas–induction system sophistication and reliability. Indeed, the foundation of the induction system is Yates and his legendary cylinder heads. Dry testing is conducted on no less than three Spintron machines that operate literally around the clock.

The Spintron is a sophisticated engine test rig into which a race motor is mounted. Powered by an AC electric motor, this device spins the race motor through its entire rev range, simulating gear changes, without the engine firing. It records vital data in all critical areas, including valve-train behavior, especially valve lofting as the lifters travel over the camshaft lobes. Moreover, the Spintron accommodates laser tracking of valve movement, contributes video camera investigation, and measures frictional loses.

In the WSORR, Scott Taylor’s 2WD F150 won the 14th annual Borg-Warner Heavy Metal Shootout, a special race that combines both the 2-and 4-wheel drive classes for a $50,000  winner-take-all purse (the largest in short-course racing).

This was only the second time that a 2-wheel drive truck had won the Shootout. did it both times, first in 2002 with a Roush Performance Engines motor and now with Roush Yates Engines.

In 2009, Roush Yates engines have won 5 out of 6 rounds in the TORC series 2WD class.  won rounds 2 and 6 while teammate Ricky Johnson took rounds 1, 3 and 4. Johnson also finishing 2nd to in round 2 and has a 3rd and 4th place finishes in rounds 5 & 6.  Ricky Johnson is leading the points and Scott Taylor is in 3rd, 25 points behind and 1 point out of second place with 10 rounds left to race.

For further information contact:
Roush Yates Engines
Telephone Mike Kasch (704) 658-1540 ext.221 or visit www.RoushYatesParts.com

MooreGoodInk.com

High performance clutch system for LS engines

Ram announces a new high performance clutch set for all LS1 and LS6 engines ’97-’04. Assigned with part number 98931HD this new clutch set is now available from their Powergip HD clutch series, a genre of clutch sets designed for properly geared applications with up to 650 rear-wheel horsepower. When combined with a RAM flywheel (PN 1550 steel or 2550 aluminum), this new clutch can also be installed on ’05-’09 LS2 and LS7 engines. 
 
The LS Kit: This new 11-inch clutch set includes a cover assembly and a clutch plate. It provides clamping pressures of 2,900 lb compared to 1,700 to 2,100 lb of the original, depending upon the model.

The Clutch Plate: To provide solid street/strip performance yet agreeable drivability, Ram combined their 900 series organic friction material, similar to that used on high horsepower drag racing applications, with poly-coil springs in an eight-spring 26-spline clutch hub.  To obtain a smooth engagement, the clutch disc incorporates the superior marcel carrier as opposed to the ageing paddle-style clutch disc.

The Marcel Feature: To cushion engagement, sixteen metallic pads (eight per side) are riveted to the marcel carrier.  The marcel carrier has a slight spring wave measuring approximately .020 inches. As the clutch is engaged on take-off, the marcel compresses and reduces the potential for chatter and the effects of aggressive engagement, unlike similar clutch material used on a flat carrier without the marcel wave.

The Clutch Hub: Stock hubs usually feature five or six compression springs in contrast to RAM’s eight, which are urethane encapsulated. Compared to the stock style, the RAM combination contributes approximately three to four times greater resistance to compression loadings. 

Availability and Price: If contacted before noon, Ram ships these LS units same day, otherwise orders usually ship within twenty-four hours. The cost of this new Powergrip HD LS kit is $550.

Questions: For those with clutch-troubles, RAM is always happy to provide the best technical advice, and it’s free. 

FYI: Ram’s progression of single-disc high performance clutches are as follows: HDX sets for 450hp; Powergrip standard sets for 550hp; and Powergrip HD sets for 650hp.

For further information contact:

RAM Clutches, Telephone (803) 788-6034 or visit: www.ramclutches.com

 
MooreGoodInk.com

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

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

Refurbished Yates D3 Cylinder Heads (PN C14000U) Now Available

Have you ever wondered where all the surplus Ford engine and chassis parts go from the various NASCAR racing series?  In high-end Sprint Cup, Nationwide, Camping World Truck, and ARCA divisions, all racing parts have a finite life. At Roush Yates, the racing parts are systematically removed, tested, refurbished where necessary, and are now made available through the Roush Yates Performance Parts division, a subsidiary of Roush Yates Engines in .  From Daytona-winning cylinder heads, valve trains, and high-tech manifolds to the latest technology in chassis parts, these high-tech parts are now available to all grassroots racers, whether oval track, drag racing, boat racing—and they are probably the greatest value ever!

Stud kit: Cylinder head high-tensile stud kit (Part Number RYPP-0051) to attach Yates D3 cylinder heads to Ford Racing 351 W blocks. Formed with ½ inch x 13 TPI on one end and ½ inch x 20 TPI the other: nuts are ½ inch x 20 TPI.

Lowering blocks: Lowering blocks for racing applications using the Ford 9-inch rear axle. Used to straighten the drive line and to help eliminate drive line vibrations of full racing applications using the Ford 9-inch rear carrier/rear end housing,

Intake manifold: Briefly used custom CNC-ported intakes (PN 290004U) for Yates D3 racing cylinder heads $650. Ideal for Drag racing, Dirt Late Model, Asphalt Late Model, Off-Road Truck, Tractor Pulling, Road racing and Street/Strip cars where rules permit.

Camber Shims: CNC-machined aluminum camber shims, obtainable in different thicknesses. For front wheel alignment and geometry adjustments, use these shims to acquire positive or negative camber.

 
For further information contact:
Roush Yates Performance Parts
Telephone (704) 662-6982 or visit www.RoushYatesParts.com
 
 
MooreGoodInk.com

New high-compression domed pistons for Trick Flow™ Twisted Wedge™ cylinder heads for the Ford Windsor

Diamond Pistons is launching a new domed series of pistons designed to complement the Trick Flow™ Twisted Wedge™ cylinder head as applied to higher compression 5.0 and 351 (5.7 liter) 90-degree small-block Ford engines.
 
The advantages of Trick Flow’s™ Twisted Wedge™ cylinder heads are significant. Rotating the valve arrangement (in clock rotation within the combustion chamber)—in contrast with the conventional inline configuration—allowed Trick Flow™ to increase the diameter of the inlet valve from 1.900 inches to 2.020 inches. Further, the air flow was improved by reconfiguring the inlet ports and all of this without requiring a change of pistons. Of course, if one has the desire to upgrade the pistons, such as these new high-compression types, then more advantages can be realized.
 
Forged from 2618 alloy, these pistons are developed for the week-end warriors and budget bracket racers, seeking higher compression ratios in either naturally aspirated engines or with nitrous oxide. They use a conventional ring stack (1/16 top, 1/16 second, and 3/16 oil). For naturally aspirated engines, the Total Seal Plasma Moly top ring is recommended. To combat the higher temperatures and cylinder pressures of nitrous injection, Diamond specifies Total Seal’s AP (Advanced Profile) stainless top ring that features a chrome nitride anti-friction face coating.
 
The top ring is positioned sufficiently far down from the piston crown to protect it from excessive heat—this also allows for a generous thickness of material over the crown. As a result, these domed pistons can safely accommodate a 150-200 horsepower shot of nitrous oxide. Between the first and second rings, Diamond incorporates a pressure balance groove. This thin, V-shaped area becomes a reservoir that dissipates unwanted pressure between the rings, thus preventing it from unloading the ring, breaching the ring seal, and losing power.
 
Normally, the pistons are supplied with 4130 wrist pins and spiral locks. However, an upgraded H13 Tool Steel option is also available. Concurrently, the piston features double oiling ports in each wrist pin bore that are force-fed from the oil control ring groove. On long stroke models, where the wrist pin intersects the oil control ring groove, oil ring support rails are supplied.
 
Now available as shelf-stock items, these pistons are made to suit a 3.400-inch stroke with a 5.400-inch connecting rod, the most common connecting rod size or stroker combination in the aftermarket.  For comparison, the 5.0 (302 CID) OE stroke is 3.00-inches with a 5.090-inch connecting rod. Bore over-sizes for the 302 and 351 are as follows: 0.030, 0.035, 0.040, and 0.060-inch.  A further oversize of 0.125-inch is available for the 302 engine.
 
 
For further information contact:
 
Diamond Pistons   
Telephone (877) 552-2112 or visit www.DiamondRacing.net

MooreGoodInk.com

Four new variations of pulley systems to improve the appearance and operation of the Ford Cleveland 351

Concept One, a leader in engine accessory drive systems from Cumming, Georgia, has extended its pulley systems to include a new, compact and stylish line for the venerable Ford Cleveland 351.
 
 
Providing a choice of four systems for the Cleveland, they range from a basic alternator-only pulley kit up to a full-option solution with alternator, air conditioning compressor and power steering mechanism.  These kits comprise all associated pulleys and brackets, belts, and chrome hardware.  In addition, a polished compressor and alternator and an aluminum power-steering pump are supplied together with Concept One’s exclusive power-steering reservoir to complete the package.
 
 
Made of 6061-T6 aircraft-grade aluminum, Concept One offers two new options to complement their machined and polished finishes: clear anodized and black anodized. Added to introduce a sleek, high-tech look to the engine compartment, they are attractive, practical, and low-maintenance alternatives to paints or other coatings.

What distinguishes Concept One in the pulley business is their approach. They keep things simple: running twin belts with the standard rotation water pump on this kit, for example, eliminates the expense and unnecessary bulkiness of extra parts. They also place a major emphasis on customer service and quality. Their guarantee remains unchanged: these parts will fit—no shimming or grinding—they will align perfectly every time.  The four kits are now available. Prices start at $725.00 with full-option kits starting at $1,695.00.

For further information contact:
Concept One
Telephone (770) 889-5900 or visit www.conceptonepulley.com

MooreGoodInk.com

Ram Launches First High Performance Clutch Assembly for the SRT8

RAM Automotive has announced a new twin-plate high-performance clutch and flywheel assembly for the new Dodge Challenger SRT8 called the DirectFit StreetDual (PN 90-2355). This assembly is directed at street applications with healthy injections of ancillary power and is a bolt-in arrangement for the factory twin-disc hardware. Its dimensions are similar to the original. Overall height is 3.0-3.1 inches (measured from the crankshaft flange to the fingers of the cover assembly) and has a diameter of 10.5 inches.
 
From here on out, the benefits of the DirectFit StreetDual assembly over the stock unit are exemplary. The diaphragm pressure plate assembly weighs a whopping 15 pounds less, exhibits a 2400-pound clamp load, and employs a nodular iron pressure ring for strength.
 
The twin friction discs employ RAM 300-series organic material, the chief advantage being that organic friction material has superior holding power and improved drivability without the tendency to chatter on initial clutch release. Concurrent, the clutch disc springs are stiffer than the stock and by encasing them in urethane their rate of compression increases approximately four times that of an uncoated spring. As a result, the RAM StreetDual assembly has the capacity to corral as much as 1000 horsepower at the wheels and provides stock drivability. Since this clutch assembly will combat greater rotational forces than the stock assembly, RAM provides it with steel friction backing (see accompanying image with call-outs). Further, the facing is riveted steel-to-steel in direct contrast with factory non-back facings.
 
To complete the assembly, the aluminum billet flywheel construction accepts a ¼-inch thick steel friction insert. Compared with thinner inserts that are prone to warping, the one in the RAM flywheel is regarded as the thickest in the industry which contributes sufficient mass to dissipate heat and maintains a flat friction surface.
 
RAM is aware that all your questions about the DirectFit StreetDual experience may not be addressed here. To that concern RAM has a wise and able team that can provide valuable, free information.
 
 
For further information contact:

RAM Automotive Company

Telephone (803) 788-6034 or visit: www.ramclutches.com
 
MooreGoodInk.com

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

For the thirty years that the 385 series big-block Fords were in production, it was not unusual for their oil pumps to fracture and to break off without warning (see attached image).
 
If the engines were treated with much gentility, they might have survived without drama. However, for those engines that were expected to perform with some enthusiasm, especially those that were modified and tuned, oil pump failure was almost inevitable.

Recently big-block Ford devotee Jon Kaase addressed the predicament. He altered the structure of the pump, provided it with sturdier mountings, and eradicated the likelihood of further failures. Moreover, he fits the new pump with the same impeller he employs on his championship-winning Kaase 820 CID Pro Stock engines, equips it with dual oil feeds to the rotor to improve idle and high-rpm oil pressure, and supplies it with superior ARP mounting studs and 12-point nuts. 

Two versions of the pump are available: one for a front sump layout; the other for the more common rear sump arrangement. Sharing the same main body, the front sump pump suits earlier muscle cars and can be recognized by the angled flange at its inlet port. The rear sump pump accepts the long pick-up tube that takes its oil feed from the back of the engine.

These new pumps accommodate stock and aftermarket oil pickup assemblies and are bench-tested before shipping.
 
For further information contact:
Jon Kaase Racing Engines, Inc.

Telephone (770) 307-0241 or email: JonKaaseRacing@gmail.com
For latest offerings, visit the Kaase website at: JonKaaseracingengines.com

MooreGoodInk.com

New Weldon fuel-pressure regulator for carbureted applications:

Excellent recovery and creep-free characteristics, unsurpassed flow, tool-free adjustment, boost-reference port included as standard fitment, lightweight, and shaped as a direct bolt-on replacement.

During 1942 Weldon began producing pumps for the US Department of Defense. By the late seventies, fast boat owners requiring rugged, dependable pumps to supply fuel to multiple engines had acquired Weldon’s services. In the mid-eighties, GM’s NHRA Pro Stock program needed a more robust fuel pump and they called on Weldon.  The early nineties brought about an increased demand for high pressure pumps and bypassing regulators for fuel injected race cars and street driven vehicles.

Today, Weldon is pleased to announce their latest development: an immaculate, new high-volume fuel pressure regulator for carbureted applications. Known as a blocking-style regulator (non-return; no bypass), it is designed to operate with an electric fuel pump in conjunction with a pressure relief valve. Identified by part number A2046, this new regulator has excellent flow characteristics, provides for one or two or four outlets (-6 ports), and serves single or multiple carburetors.

Though Weldon Racing Pumps is a separate entity from their aircraft/aerospace division, the stringent disciplines of aircraft quality assurance were applied to the design and manufacture of the A2046. In a “pressure creep” test using 4 ports (see attachment) minimal pressure creep can be observed. When measured in one-second increments over a 15-second interval, the new Weldon regulator gains approximately 1.5 lb compared with a leading rival, which gains approximately 4 lb. The A2046 will deliver similar pressure-creep gains when using only one or two ports.

Body & valve assembly: CNC-machined from 6061 aluminum, the lower and upper chambers of the regulator body are separated by the fast-acting valve assembly. The body of the valve assembly, which contains an intricately machined stainless steel poppet valve, is produced from white Delrin® and is precision-drilled to provide fuel evenly to one, two, or all four ports without affecting flow rate.

 Functioning on pressure differences between the fuel pump and the needle-and-seat valves in the carburetor bowls, the poppet valve opens as the pressure under the diaphragm decreases (allowing fuel to enter the carburetor bowls) and closes as the pressure under the diaphragm increases. To set the fuel pressure, simply run the engine at idle and open the poppet valve to the desired pressure by adjusting the knurled knob.  This knob exerts pressure on the diaphragm via a spring, spring seat, and cup. To enhance the fuel flow at low fuel pressures in the carburetor bowls, a light, precisely tensioned spring is installed on the piston to act as a damper.

To minimize fluctuations and fuel disturbances within the upper chamber above the valve assembly, Weldon provides a spacious reservoir. During extreme tests, Weldon found the new valve assembly and reservoir could flow almost 7 gallons per minute at 40 PSI with little or no pressure fluctuation. Smooth, precise fuel metering means faster recovery times, less fuel-pressure creep, fewer disturbances within the fuel bowls and, therefore, less aeration. By removing much of the chaos in the fuel delivery system, the Weldon A2046 promotes better atomization when the fuel reaches the carburetor boost venturii.

For further information contact:
Weldon Racing Pumps
Telephone (440) 232-2282 or visit www.WeldonRacing.com

MooreGoodInk.com

New series of domed pistons for the 302/351 Windsor engines

Diamond is releasing news of a new Dome series of pistons designed to suit the Windsor engines 302 and 351 (4.9L/5.7L), Ford’s venerable 90-degree small-block that succeeded the Y-block and served valiantly for over thirty years from 1962 to the mid-nineties.
These pistons are intended for oval track racers as well as the Sportsman, Weekend Warrior, and Bracket racers. In fact, any Windsor application using fuel with an octane rating in excess of 108 and compression ratios of between 11.5:1 and 14.8:1 will benefit.
This new piston series is not confined to a few popular sizes, but instead embraces a vast range of new part numbers.  For the 302 engine with original valve arrangement, the Diamond Dome series caters to the OEM standard bore (4 inch), and extends to .060-inch overbore.  In stroke lengths, they accommodate the OEM standard configuration (3.00-inch with a 5.09-inch rod) and the longer 3.250-inch stroke as well as the 3.400-inch stroke, both of which use a 5.40-inch rod, providing desirable displacements for the 331 and 347 CID proponents.
Of course the range of stroker crankshafts for the 351 Windsor is greater still. Diamond domes are available for the OEM standard stroke (3.50 inch with 5.956-inch rod) and extend to 4.250-inch stroke lengths. Diamond also offers a big bore 4.125-inch piston for the latest Ford Racing blocks and also Dart blocks.
Though not suited for use in blown or turbocharged engines (because of compression ratios), these premium forged pistons, which are made from 2618 alloy, have the top ring placed sufficiently far down from the piston crown to permit a hefty shot of nitrous.
To dissipate unwanted pressure residing between the first and second rings, a pressure-balance groove is provided.  This thin v-shaped channel acts as a reservoir; thus it prevents excess pressure from unloading the ring, breaching the ring seal, and losing power.
The pistons are supplied with wrist pins (H13 Tool Steel, coated or uncoated), spiral locks, and a conventional ring stack: 1/16-inch (top ring), 1/16-inch (second ring), and 3/16-inch (oil-control rings). For naturally aspirated engines, a Total Seal Plasma Moly top ring would be supplied. To contend with the higher temperatures and pressures of nitrous oxide, Total Seal’s AP stainless steel top ring with its CrN (chrome nitride) anti-friction face coating would be allocated.
On the longer stroke models where the wrist pin bore intersects the oil control ring groove, oil control ring support rails are supplied. To lubricate the wrist pins, double oiling ports in each wrist pin bore are added.
Diamond Dome series pistons for Ford Windsor engines are available in 5-7 working days.
For further information contact:
Diamond Pistons
Telephone (877) 552-2112 or visit www.DiamondRacing.net

MooreGoodInk.com

Fuel for all—including machines with demanding appetites!

Since Wilson’s new D-rails were revealed to the racing and performance markets last November, two new, valuable attributes have emerged. 

First, it was discovered that racers and enthusiasts would experiment with E85 or switch to methanol and therefore require substantially more fuel. Interestingly, even four-cylinder EVO turbo teams when they switched to E-85 to cool the charge encountered fuel delivery shortages. Compared with OEM and other aftermarket fuel rails, ’s D-rails have 50 percent greater capacity.

Second, Pro Mod cars and Bonneville cars and other vehicles with twin turbos and twin injectors have benefited from the D-rail’s greater volume (capacity), greater flow (gallons per hour), and better distribution. Pro Mod cars making 3,500 horsepower with two injectors per cylinder (16 injectors) feed off just two D-rails (one per side), each rail supporting 1700-1800 horsepower. 

These D-rails also solve the problem of unequal distribution.  Often, injectors and cylinders are robbed of fuel as it rushes past the injector ports in the fuel rails, and in some instances, fuel is actually siphoned out of the injector ports.  

Most recently, the D-rail’s ability to improve volume, flow, and distribution was demonstrated on the Daytona Prototypes, where engine power is strictly regulated.  Whether GM, Pontiac, or Porsche motors, they all picked-up power with ’s D-rails.

 
For further information contact:
Telephone (954) 771-6216 or Fax (954) 771-3413
or visit Wilson Manifolds’ website www.wilsonmanifolds.com

MooreGoodInk.com

RAM Automotive has extended its Powergrip HD clutch series to include a new high performance kit for 4.6 liter Mustangs, 2001-2004

Established in 1972 and one of the most knowing of all clutch makers, RAM has designed their new clutch set for properly geared applications of up to 650 horsepower at the wheels, and designated it #98951 HD.

The Kit

This new 11-inch setup includes a cover assembly with clamping load increases in the order of 60%-80% over stock, a clutch plate incorporating the superior Marcel carrier, and a release bearing of RAM’s own design, sealed and with a hardened face.

The Clutch Plate

To provide aggressive street/strip performance yet agreeable drivability, Ram combined their 900 series organic friction material, similar to that used on high horsepower drag racing applications, with eight urethane-encapsulated springs in the 11-spline clutch hub.  To overcome chatter troubles, the clutch disc incorporates a Marcel carrier as opposed to the paddle-style clutch disc.

The Marcel Feature
To cushion engagement, sixteen metallic pads (eight per side) are riveted to the Marcel carrier.  The Marcel carrier has a slight spring wave measuring approximately .020 inches. As the clutch is engaged on take-off, the Marcel compresses and reduces the potential for chatter and the effects of aggressive engagement, unlike similar clutch material used on a flat carrier without the Marcel wave.

The Clutch Hub
Stock hubs usually feature five or six compression springs in contrast to RAM’s eight, which are urethane coated. Compared to the stock style, the RAM combination contributes approximately four times greater resistance to compression loadings.  The cost of this new Powergrip HD Mustang kit is $499.

Finally, for those with clutch-trouble questions, RAM is always happy to provide the best technical advice, and it’s free.  With regard to deliveries, their top 100 part numbers are dispatched same day (if contacted before noon).  Three to five days secure most out-of-stock items.

For further information contact:
RAM Automotive Company

telephone (803) 788-6034 or visit: www.ramclutches.com

MooreGoodInk.com

New series of dished stroker pistons for the Cleveland

Clinton Township, : Diamond has just announced a new series of dished stroker pistons to suit all factory-style Ford Cleveland cylinder heads (2-valve and configured for two- or four-barrel carburetors).  These include aftermarket variants: AFD, CHI, Blue Thunder 3.6, Edelbrock Performer RPM, and of course the Ford C302B—the Cleveland Boss head adapted for use on the block.

Strokes and Bores
Devised for aftermarket crankshafts, these dished stroker pistons provide stroke lengths of 3.750, 3.850, and 4.000 inch. The stroke lengths are attained by using either the Ford OEM connecting rod (5.596 inches with a .912 inch wrist pin) or by the Chevy 6.000-inch connecting rod with a .927 wrist pin. Bore sizes begin at 4.000 inches (standard bore) and extend in small increments to 4.060-inches.

Compression Capabilities

Developed for use with pump fuel and with compression ratios of around 9.5:1 to 10.5:1, these pistons are recognized by their dished configuration, which, for combustion efficiencies, mirror the outline of the ’s combustion chamber. Though unsuitable for high boost or high nitrous pressures, they have sufficient wall and crown thickness to accept 10 lb of boost or 150-200 horsepower shots of nitrous. Therefore they are ideally suited for the weekend warriors and the budget bracket racers, for older Mustang and restoration projects, and for street rod builders.

Rings and Rails

The Diamond stroker dished series pistons are supplied with a conventional ring stack: 1/16-inch (top ring), 1/16-inch (second ring), and 3/16-inch (oil-control ring).  On the longer stroke models where the top of the wrist pin bore intersects the oil control ring groove, oil ring support rails are provided. To prevent the support rails from rotating in the oil ring grooves, they are fitted with the dimple pointing downward and located in the gap created by the wrist pin bore (see accompanying image).

Pins and Locks
Also included in these Diamond stroker kits are wrist pins (available in uncoated H13 Tool Steel, as shown, or coated in the desirable DLC Casidiam) and spiral locks (available with either single or double spirals).To lubricate the wrist pin, these pistons feature double oiling ports in each wrist pin bore, which are fed from the oil control ring groove.

Diamond dished stroker pistons for the 351 are available in 5-7 working days.

For further information contact:

Diamond Pistons

Telephone (877) 552-2112 or email: RBeaubien@Diamondracing.net
For latest offerings, visit DiamondRacing.net

MooreGoodInk.com

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

Winder, GA, January 2009:  Though this new Boss Nine retrofit Hemi kit produces 100 horsepower more than its counterpart, the P51 Wedge—Kaase’s competent replacement for the Cobra Jet, it is not the power advantage that attracts the punters, but instead it is the look. Still the spectacle of a ‘69 Boss Mustang power plant maintains an indestructible image for many.

Kaase has a genius for these things: he contrived to set his sophisticated Boss Nine cylinder heads and intake on a stock 429-460 big-block Ford, added an upgraded oil pump and dressed the package with evocative Boss 429-style valve covers.  This new system makes more power, makes it reliably, and looks terrific.

In his quest for power increases, he revised the shapes of the combustion chambers, the intake and exhaust ports, and changed the spark plug locations.  For reliability, a new rocker system was devised in conjunction with W.W. Engineering to eliminate the adverse offsets of the stock Boss parts. And for availability and economy, Manley big-block Chevrolet valves with 11/32-inch stems were selected.  This Boss Nine kit adopts stock 460 head gaskets (Fel-Pro 1018), intake gaskets, and exhaust gaskets and uses 429-460 stock internal oil drain-back holes. 
 

Intake Manifold: When tested on a 466 CID engine, the new intake manifold proved 50 horsepower better than the best NASCAR single-plane counterpart and 100 horsepower better than the factory dual-plane manifolds supplied with 1969-1970 production cars. Un-ported, this Kaase intake has sustained over 1000 horsepower on a well-built 600 CID engine. Moreover, on an engine as small as 429 CID, it has supported full engine loads at 2300 rpm. The intake, which also fits any of the OEM Boss heads, is available for either the 4150-style (750-850 cfm) carburetors or 4500-style (Dominator) carburetors.

Oil pump: The mounting foot of the OEM oil pump of a 385-series big-block Ford is prone to fracture.  Kaase’s new pump has sturdy mountings to eradicate pump breakages and is equipped with dual oil feeds to improve idle and high-rpm oil pressure.  It was developed to operate with front or rear sumps and is provided with superior ARP mounting studs and 12-point nuts.

For further information contact: Jon Kaase Racing Engines, Inc. 735 West Winder Ind. Parkway Winder, GA  30680,

Telephone (770) 307-0241 or email: JonKaaseRacing@gmail.com

For latest offerings, visit the Kaase website at: JonKaaseracingengines.com

MooreGoodInk.com

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

Fort Lauderdale, Florida: Earlier this year Wilson, the induction specialists, set out to improve conventional fuel rail design by developing a system that promotes consistency in fuel distribution.  They focused on three principal areas: increasing fuel rail capacity, isolating the injectors from the detrimental effects of pulsations and of siphoning within the rails, and improving the fuel flow to the injectors.  Recent tests demonstrated the new Wilson D-shaped fuel rails gain power.

These D-shaped fuel rails accommodate approximately 50 percent greater volume than comparable OEM and aftermarket counterparts. Wilson and his team of engineers started with an 11/16-inch inner diameter delivery tube and reshaped it to a D-form.  Then they cleverly developed radiused inlet ports to even the fuel distribution to the injectors.  These radiused inlet ports reduce the harmful effects of siphoning—especially at injector ports placed at the beginning of the fuel paths.   also carefully positioned the injectors below the radiused inlets.  By increasing the capacity of the fuel rails, radiusing the inlet ports, and setting the injectors in their submerged locations, reduced the adverse effects of pulsations and siphoning, improved the fuel distribution, and picked-up engine power.

As yet, no part numbers have been assigned for specific models.  Nonetheless, with specifications supplied, these new D-shaped rails can be produced for all applications.

Wilson is keen for you to evaluate them, beliving these rails to be the best, the most advanced fuel rails produced today. 

For further information contact:
Wilson Manifolds

4700 NE 11^th Avenue
Fort Lauderdale Florida

Telephone (954) 771-6216 or Fax (954) 771-3413 or visit Wilson Manifolds’ website www.wilsonmanifolds.com

MooreGoodInk.com

Two new nitrous pistons from Diamond

Clinton Township, : When Diamond set about producing a new forged piston, they determine the correct alloy in which it will be forged.

They also decide the appropriate skirt profile and barrel clearance, the back clearance of the rings, the depth of the ring grooves, the dimensions between the ring grooves—but most of all, they’ll ask if the piston will be subjected to the extreme pressures of a power adder (nitrous, turbo, or blower).

Here are two new forged pistons for nitrous engines, which share similar properties: One is designed for a 23-degree small-block Chevy; the other for a big-block Chevy 540-632CID with Ray Franks’ Profiler Hit-man cylinder heads.

In both examples, Diamond has provided hefty skirt walls and piston crowns, stout wrist pin bosses and trusses with adequate load paths, and a rigid shell to prevent piston deflection.

To absorb the shock loadings, they supply these pistons with Trend wrist pins made from H13 Tool Steel. The wall-thicknesses of the pins are made to customers’ specifications. This useful option is determined by how much power the engine will make and how much nitrous will be consumed.

Fourteen gas ports placed around the perimeter of the piston crowns allow combustion pressures to travel downward and behind the top ring, forcing the ring out onto the cylinder wall and providing maximum ring seal.

From the underside picture, you’ll notice how they sculpt the under face of the piston crown beneath the valve relieves to promote uniform heat distribution and to reduce weight.

Finally, Diamond offers these pistons in either a natural alloy finish or coated.  Their in-house barrier coatings consist of hard-coat anodizing (impregnated into the full piston body), ceramic coatings applied to the piston crowns, and molybdenum-based skirt coatings (to reduce friction and scuffing).

Diamond shelf-stocking part numbers are available for immediate delivery, non-stocking in 1-2 weeks, and custom pistons ship in 2-3 weeks.

For further information contact:

Diamond Pistons

, MI 48035

Telephone (877) 552-2112 or email: RBeaubien@Diamondracing.net

For latest offerings, visit DiamondRacing.net

 
MooreGoodInk.com

The Wilson Thrasher intake manifold: very big news for 5.9L ’03–‘07 Cummins turbo diesels

Wilson, a leading name in performance and racing induction systems, has expanded its repertoire and announced an amazing new intake system for all 5.9 liter common-rail Cummins engines from 2003- mid 2007.

Depending upon the state of tune, the Thrasher can generate in excess of 300 extra ft-lb of torque, or with lighter throttle use, the equivalent in fuel savings.

In contrast with the OEM arrangement, this new induction system provides greater equality of air-fuel distribution, especially in the cruise zone of 2,000 to 2,250 rpm.  As a result, the Thrasher generates not only amazing gains in both torque and fuel economy but also improves horsepower output, lowers exhaust gas temperatures, reduces exhaust emissions (less smoke), and improves drivability and turbo lag.

Check out the results from the strict disciplines of the dynamometer graphs below. One graph demonstrates the gains in both torque and horsepower of the Wilson Thrasher manifold when compared with the OEM manifold, both of which were tested with a factory ECU. In the other graph, both manifolds were tested with an aftermarket ECU.

What is more, the greater the power improvements made to this engine, the greater the performance or economy benefits of the Thrasher.  In simple terms, the Thrasher requires less accelerator pedal action to pull, tow, or cruise; therefore, it uses less fuel.

The Wilson Thrasher kit contains a cast alloy elbow, billet baseplate, stainless/Viton rubber gasket, and all necessary fasteners.  Installation takes about two hours.

For further information contact: Wilson Manifolds, Telephone (954) 771-6216 or Fax (954) 771-3413 or visit Wilson Manifolds’ website www.wilsonmanifolds.com

RAM Automotive announces new twin-plate high performance clutch and flywheel assembly for the Corvette C6 and C6 ZO6

January, 2009: RAM Automotive has announced a new twin-plate high performance clutch and flywheel assembly for the Corvette C6 and C6 ZO6.  They have christened it the DirectFit StreetDual and have allocated its part number as 90-2100.

Designed for use in street applications with healthy increases in power (via blowers, turbos, or nitrous), this new clutch arrangement is a true bolt-in twin-plate replacement assembly.  Similar in dimensions to the original, its overall height is 3.0 to 3.1 inches (measured from the crankshaft flange to the finger tips of the cover assembly) and its diameter is 10.5 inches.

The DirectFit StreetDual clutch is equipped with a strong, 2400-pound clamp-load diaphragm cover, a nodular pressure ring for strength, and RAM 300 series organic disc friction material. The chief advantage of using organic friction material is its superior holding power and improved driveability without chatter on takeoff.

The clutch disc springs are also stiffer. By encasing them in urethane, their compression rate increases approximately four times that of an uncoated spring. As a result, this RAM clutch assembly distinguishes itself by not only having the capacity to handle up to 1000 horsepower at the rear wheels but also providing stock driveability.

Since this clutch has to combat greater rotational forces, steel friction backing is added (see accompanying image with call-outs).  The facing is riveted steel-to-steel, in contrast with factory non-backed facings.

To complete the assembly, the flywheel is constructed of billet aluminum and contains a ¼-inch thick steel friction insert.  This insert (regarded as the thickest in the industry) contributes sufficient mass to dissipate heat, yet maintains a flat friction surface.  Thinner inserts are prone to warping.

Luckily for all those seeking technical advice on clutch matters, RAM has an able and experienced team who can provide much valuable, free information.  Finally, swift delivery of their top 100 part numbers is executed the same day, if contacted before noon.  Three to five days will secure out-of-stock items.

For further information contact:

RAM Automotive Company

Telephone (803) 788-6034 or visit: www.ramclutches.com

P.S. See latest Muscle Car Application Guide (posted yesterday) on the left sidebar of the RAM Automotive website.

New Tool-Steel flat tappet lifter for Chrysler-engine late-model circle track cars and Sportsman drag race cars

Warren Michigan, January 2009:  This new lightweight Tool-Steel flat tappet lifter from Trend Performance is designed with the professional racer in mind.

Superseding the hardened iron and chilled iron lifters, Trend’s new .904-inch diameter Tool-Steel lifter for Chrysler engines is both durable and light, weighing less than 69 grams.  Durability testing was conducted during a full season of Nextel Cup racing.  There were no failures. Trend also tested them extensively on cast iron cams and on steel cams.

The 5/32-inch radius of the pushrod seat matches perfectly the 5/16-inch Trend one-piece pushrod, and the radii on the annulus helps prevent scuffing of the lifter bores.

Available in coated (to increase wear properties) or uncoated finishes, these lifters feature a ground foot with an Rz specification (surface roughness) of 4 µ inch (micro inch—four-millionth of an inch) and an Ra spec of .08 µ inch.  The Rz refers to a 10-point average of the 5 highest peaks compared with the 5 lowest valleys—it defines the depth of a scratch. The Ra (roughness average) refers to the average distance between the peaks and valleys.

A direct replacement for the Schubeck ceramic-foot lifter and hardened to 64 Rockwell, these lifters provide the strength and toughness necessary to operate at both higher RPM and higher spring pressures.

Trend Tool-Steel lifters for Chrysler engines are available for immediate shipping; their part numbers are CH- 904-LM-S non-oiling lifter (solid body) and CH- 904-LM oiling lifter.

Ford and GM counterparts will be available shortly.

For further information contact:

Trend Performance

23444 Schoenherr,

Telephone (586) 447-0400 (John Williams) or email: AAnderson@TrendPerform.com

For latest offerings, visit www.trendperform.com

New Molded ABS Composite Dash for ’77-’79 Nova

Cumming GA- Classic Dash recently announced a new molded ABS composite dash panel to suit the 1977 to 1979 Chevy Nova.

In common with all the company’s previous dash panels, this new ’77-’79 composite dash has a modern, clean look, and is available in carbon fiber, brushed aluminum, or classic black finishes. With this recent addition, the range of Classic Dash panels for the Nova now includes production years: ’62 -‘65, ’66 -‘67, ‘68, ’69 -‘74 and ’77 -‘79.

All Classic Dash panels are offered in three forms: with or without gauges, with or without gauge openings, or complete with gauges installed.  Twenty-two different styles of gauges are offered, including 10 variations from Autometer, 8 from Classic Instruments, and 4 from Dolphin Instruments. Prices for complete Classic Dash instrument panels for the ’77-’79 Nova start at $600.

For further information contact:

Classic Dash, 6020 Parkway North Drive, Building A Suite 300,

Cumming GA 30040

Telephone (866) 882-3525 or (770) 667-7684 or email: Jcovancctas@aol.com
                         Visit the Classic Dash website www.covansclassic.com for the latest offerings