There are three engine-related items from the estate of master engine builder Bill “Grumpy” Jenkins up for auction this weekend. EngineLabs gets a history lesson about the items from former Jenkins’ associate Steve Johns.
Mike Magda Add Title
Mike Magda is a veteran automotive writer with credits in publications such as Racecar Engineering, Hot Rod, Engine Technology International, Motor Trend, Automobile, Automotive Testing Technology and Professional Motorsport World. He was the editor of four national automotive magazines, including Chevy High Performance, and he has authored hundreds of automotive technical briefings. In covering nearly every type of motorsport, Magda has collaborated with many of racing's top engine builders and factory engineers.
JC Beattie Jr. wanted to race his COPO Camaro but feared hurting the numbers-matching engine. So he called on Katech to build a carbon copy of the factory engine, but with the potential for more than 1,100 horsepower.
Sometimes the destruction appears unrepairable, but cylinder heads can be returned to working condition in the hands of talented craftsmen. Noonan Race Engineering of Australia demonstrates the repair on two combustion chambers from a TAD engine that spun way past redline.
No need to apologize for all the plumbing, this twin-turbo big-block looks perfectly appropriate for a ’34 coupe that has the potential to run under eight seconds at the drag strip. The engine is the work of fabricator Ed Umland and engine builder Don Zemina.
Can a purpose-built Pro Stock engine serve faithfully on the street? Robert Killian’s ’28 sedan sports a Jon Kaase-built 820ci bullet that runs in the low 8s and is good for 1,900 horsepower. EngineLabs gets Kaase to reveal a few details about the mountain motor.
Stepping up to a larger F-1X ProCharger prompted the Blown Z team to rethink the compression ratio strategy during the 388 LSX engine’s winter rebuild. A new set of JE piston dropped the compression down to a more tunable level as the team prepares for its second season in 275 Drag Radial competition.
Selecting piston rings based on tension properties can get a little tricky. Low tension improves horsepower but higher tensions keep the engine healthier. Experts at the School for Automotive Machinists (SAM) and Total Seal offers tips and suggestions for selecting the right ring package.
There’s not a lot about motor oil that’s easy to understand when applied to high-performance and racing engines. But Lake Speed Jr. walks viewers through many of the critical issues in a series of videos on the Driven Oil YouTube channel.
Ever busted your knuckles trying to swap torque converters and having only hand wrenches to turn the flex plate? The Meziere flexplate wrench is designed to grip the flexplate firmly and provide more leverage in turning the engine over.
United Racing Engines already builds a 632ci big-block Chevy that makes 907 horsepower on pump gas. But an Australian customer wanted even more power for the street. Here’s how URE added more than 100 ponies!
If a torsional damper is not installed correctly, poor engine operation or damage can result. The key is to forget the hammer and use a dedicated damper installation tool that presses the damper into place and keeps it square to the crankshaft. Watch as we install a Fluidampr damper on a big-block Chevy.
The legendary Chet Herbert was working on a hemi-style head for Fords and Chevys before passing away. Here’s one of the few sets of SBF heads in existance running on the dyno and making around 650 horsepower.
Driven Racing Oil’s new catalog offers more than the usual product descriptions and shopping advice. There’s hardcore tech information for the street enthusiast as well as the racer to help in selecting the right oil for each application.
Making 2,100 horsepower is no routine matter on the dyno, but EngineLabs discovered this KPE-built 532ci big-block that not only cranks out that much power with ease, it’s already available off the shelf.
SuperFlow just posted a series of three videos that explain dyno correction factors. Understanding these correction factors can help you avoid dyno shops that manipulate numbers to inflate horsepower numbers or give you an incorrect foundation for tuning and future development of your engine.
Not everyone likes to take a different approach to building race engines, but Pat Musi and Jeff Lutz each added their own touch to this 3,000-horsepower 540ci engine that power’s Lutz’ ’69 Camaro to consistent 6-flat ETs.