Motive Gear's automatic locking differential utilize the factory case to help save consumers money.

“The Powertrax name had some go about ten years ago, but the name kind of got dropped over the years,” explained Bob Linville of Motive Gear. “Starting in 2013, we are going to shave a full line of spools and lockers under the Powertrax name.” 

For 2013, Motive gear will be offering a Powertrax lock right no – slip automatic locking differentials that utilize the factory case.”You can install these without pulling your housing out,” Linville told us. “Just open up your rear end slip the pin out, put these in and now you basically have a locking system.”

Also new for 2013 under the Powertrax name is the Grip LS that is a clutch style friction disc type limited slip.

Powertrax Grip LS Features:

• Designed in-house to be strongest friction disc type limited slip
• Forged steel case
• Carbon clutch discs

Motive Gear's Powertrax Grip LS

For more information on the complete line of products available through Motive Gear visit their home on the web at MotiveGear.com

The team at Davis Technologies has been at the forefront of the traction control market for years, first dominating the dirt track arena before adapting the technology to the drag racing world. While Davis is constantly improving their technology to provide quicker-reacting and more featured traction control units and other devices, the other half of the company coin is delivering systems that integrate efficiently with existing components in a race car.

Here at PRI, Davis Technologies has revealed another great product that embodies this integration aspect, designed for use with the popular Holley EFI vehicle management systems.

“We’ve worked together with the people at Holley to produce this system that brings traction control to the world at an affordable level,” explained Shannon Davis.

Davis’ Holley EFI Series units have been designed specifically to work with Holley’s HP and Dominator EFI systems, combines one of the best traction control systems in the industry with what is likewise one of the best fuel management systems on the market, creating a product that seamlessly integrates with the existing Holley setup.

Davis is offering their EFI-TC1 (priced at $599), which is non-self-learning, but features real time corrections, a single level output, is USB upgradeable, and very quick in its operation. The higher end EFI-TC2 is a self learning unit, with a dual mode operation, real time corrections on the track, and sports advanced adjustability that Davis explains is the highlight to this brand new unit. Both systems connect to the EMS, allowing for advanced tuning via the Holley software to dial-in the traction through the fuel and timing.

For more information on Davis Technologies and Holley, visit them on the web at moretraction.com and holley.com.

For those of you that are keen to the LS block’s infrastructure, you will notice that the bottom of the block – near the main caps – is missing a whole section of metal, traditionally called the Y-block design. Dart has decided to eliminate this entire area to enhance the casting quality.

What you see here now resembles what you would find on a Gen I block. “Due to this redesign, you will need a custom oil pan in which many of the popular aftermarket companies will produce,” said McInnis. Also by recessing the pan rails has naturally increased the ability to hold more oil in an overall same, complete package.

Redesigned Small Block Chevy and Ford Aluminum Blocks

For the PRI show, Dart has their updated aluminum small block Chevy and small block Ford engine blocks. Both blocks start with an overall cleaner-poured casting, explains Jack McInnis of Dart, “We started back at the foundry by redesigning the tooling to produce a cleaner, better looking casting right out of the gate. But outside of the new casting, there are a lot of new, great features as well.”

Small Block Chevy

Small Block Ford

The small block Chevy block received the lion share of the upgrades. The cylinder barrels have been extended to offer better piston support on longer stroke combinations while deck heights range from 8.850″ to 9.500″. That combined with the .391″ (with optional .434) raised cam could make a 450ci+ small block a reality.

Big block camshaft bearings allow the use of cams with larger base circle diameter to improve strength and reduce twisting with cam-driven pumps. The lifter valley has also been redesigned in aiding of moving around lifters (.842″ standard) to achieve proper geometry.

Their Big Chief big-block Chevrolet heads are cast from virgin 355-T61 aerospace alloy and feature huge 402 or 424 cc raised intake ports and an 18-degree rolled valve angle to provide superior flow. The CNC-porting and huge 2.40-inch intake and 1.90-inch exhaust valves aid in that area as well. They are available in both 4.500-inch and 4.600-inch bore space versions and can be ordered in many different configurations. As these heads are state-of-the-art pieces of wizardry, Dart recommends giving a call to their tech line before you place an order. Any engine build of the caliber that would require a serious-flowing set of heads like these will benefit from their technical assistance during the ordering process.

Dart's 18-degree Big Chief cylinder heads have been setting records since their introduction.

The next big piece they had at their display was the new Pro 1 LS1 CNC cylinder head. These bad boys are cast from the same 355-T61 alloy, and use beautifully-contoured CNC-machined 250cc cathedral-style intake ports to achieve maximum airflow. The 68c combustion chambers have also been CNC’d for consistency and performance, while the chamber shape has been designed to promote flame travel. Manganese bronze valve guides and hardened valve seats are standard fare, and there has been additional metal built into the casting above the ports that corrects a notorious issue and provides room for future upgrades. These heads use a 2.08/1.60-inch valve package, and as such, Dart recommends that they be used on 4.00-inch bore and larger engines.  

Dart's LS1 cathedral-port head works well on power-adder engines and are a serious upgrade for any LS1 engine.

Also in their 2013 cylinder head lineup is the new Pro2 380cc big-block Chevy CNC cylinder head. Just like the rest of Dart’s lineup, they are cast from 355-T61 alloy right here in the USA. They are designed to be a bolt-on to existing BB setups, but do feature a 2-degree rolled intake valve angle to help promote flow. The 121cc combustion chambers have a heart-shaped design and are CNC-machined for consistency. The Dart engineering team raised the spark plug location in these castings to improve flame travel in the chamber to aid in a more complete burn of the mixture. In a nod to the aftermarket porting business, they’ve also seen fit to include brass tubes in the adjacent head bolt holes to allow the ports to be widened without fear of breaking through the casting. 

The Pro2 BBC CNC heads are a work of art.

For over 40 years, Weld has concentrated on engineering and manufacturing only the best street and race wheels for their customers. This dedication has paid off and launched the company to one of the top positions in the industry for high quality wheels. Not only do Weld’s products look good but they also work which is why even the pros use them. What more could you ask for when looking for the perfect wheel for your competitive vehicle?

The Delta-1 series from Weld is made with all different types of racers in mind. Whether you race Top Fuel or Funny Car classes, Pro Mod, Top Alcohol dragster or top alcohol funny car, or even in the pro stock class, Weld has created a Delta-1 wheel specifically for your vehicle.

Made out of a 146-pound forging, this completely one-piece wheel features ultimate rigidity and strength while cutting down on weight with wheels starting at just 18.9-pounds a piece. This is 3-pounds lighter than Weld’s previous lightest wheel, and as we all know, weight savings means noticeable time savings on the track. But the reduction isn’t just in static weight. These wheels also feature over a 60-percent rotational mass savings as well, once again transferring to time savings in competition.

With many years of racing experience, Erica Enders knows the importance of a strong yet light-weight wheel on the track. So, after 20 years of experience with Weld wheels, there’s only one choice for Enders’ newest wheels – the Delta 1s. Not only does Enders like the looks of the wheels on her NHRA car, she also told us she loves the noticeable improvements in her car’s performance.

Whether you’re a weekend racer or a professional on the track, Weld Racing has the wheels you need. And with the weight savings, choice of black or polished finishes and overall strength of the Delta 1s, is there really anything else you could ask for?

“There’s no need to rebalance, it’s the same weight. There’s no compression change,” explains Mahle’s Trey McFarland, noting the factory Hemi pistons are cast aluminum. “These pistons can also be used when swapping heads from the 6.4L Hemi to the 6.1.”

The piston is forged from 4032 aluminum and comes complete with pins, rings and circlips. The valves reliefs are also slightly deeper to accommodate more aggressive camshafts. The piston skirts feature Mahle’s proprietary Grafal anti-friction coating, and the top ring grooves are hard anodized. Finally, the pistons are phosphate coated.

“The annodizing helps eliminate micro welding, and phosphate helps prevent galling in the pin bore,” adds McFarland.

In other new applications, Mahle has a NHRA Super Stock-legal replacement piston for the 5.4L Super Cobra Jet. It’s designed for maximum compression, reduced drag and improved ring seal.

“It’s a true 12.5:1 piston,” says McFarland, noting the piston was recently used in a class-record run.

Mercury Marine 502ci drop-in piston.

“Sometimes the rings freeze to the cylinders when the boat is stored over winter,” explains. “This piston is slightly larger to fit a honed cylinder but there’s no need to rebalance or retune.”

The Mercury pistons feature the same coatings and design elements as the other Mahle Motorsports products.

Finally, Mahle has pistons for the Boss and P-38 engines designed by Jon Kaase.

Mahle pistons for Jon Kaase engines.

Key to the expanded line of lubricants is building formulas from advanced synthetic base stocks known as mPAO. These base stocks offer a viscosity index about twice that of conventional oil and about 33 percent better than typical synthetics based on regular PAO base stocks.

“The same benefits found in the race oils apply to other compounds,” says Driven’s Lake Speed Jr. “You can use a lighter fluid yet maintain protection with better efficiency.”

Driven’s 75W-110 Gear Oil can reduce operating temperatures in the rear end up to 15 degrees. It can be used in all types rear ends and is available by the case, in 2.5-gallon jugs or 54-gallon drums.

Other lubricants offered by Driven with the new technology include the MTF manual transmission fluid and PSF power steering fluid. The MTF is designed to improve cooling and reduce parasitic losses. The PSF is a full synthetic formula that provides thermal stability to help prevent a pressure drop when temperatures increase. It also offers high-temperature foam resistance for better cooling.

Driven’s XP line of synthetic race oils is available in a variety of viscosity ratings and formulated for different bearing clearances.They are designed for high-rpm and hotter running engines. They can be blended with each other for specific purposes, and they are compatible with high-octane fuels and methanol. Some XP oils are blended for use in aluminum engines. Consult the tech specifications to determine the proper XP oil for specific applications.

At last year’s SEMA Show, we got our first look at Advanced Clutch Technology’s (ACT) new twin-disc clutches designed for the late model Mustangs, the Chevrolet Camaro, and the Corvette, bringing to market a product with heavy duty pressure plates, a single diaphragm design, and more in an all-out performance package.

With twice the number of friction surfaces, the twin-disc offers better wear, heat capacity, and lifespan than a single-disc. Combined with ACT’s Positive Lift Floater System, these clutches gave quiet and smooth operation with little to no rattle.

ACT's Street (left) and Race discs.

Along with the release of tons of new products this year, ACT has also focused on furthering the performance of its 10.5 and 11.5-inch twin-disc clutch line, bringing some subtle but certainly noticeable improvements to what was already a stellar piece. These efforts have resulted in a product with greater release, a better pedal feel, and smoother engagement. According to ACT, the twin-disc exhibits a sport yet stock feel, roughly five pounds heavier than a stock OEM clutch.

The twin-disc clutches can be paired with ACT’s line of clutch discs designed for varying applications, beginning with the premium organic street discs with steel backed linings, spring-centered construction that come in Modified, Performance, and Rigid versions. ACT also offers their full-on Race discs, featuring 4 or 6-pad, rigid-hub or sprint-centered designs with chromoly hubs, high quality ceramic friction material, lightweight construction for quick shifts, and a heat-treated drive plate, all in Spring-Centered, Rigid-Hub, or Full-Faced Sintered Iron versions, depending on the application and the owners’ driving style.

ACT has plans to roll out new twin-disc clutches in 2013 to cover the year model vehicles not currently offered. In doing so, they will bridge the entire Mustang line from 1964 to current, the Camaro from 1967 to current, all C4, C5, and C6 Corvettes, and the Dodge Viper, with plans also to add the early A- and B-body vehicles, as well.

Learn more about these twin-disc clutch kits and more, including the wide variety of applications that ACT offers clutch kits for, by visiting their home on the web at advancedclutch.com.

2003-04 SVT Cobra

For the Terminators, VMP carries a 2.3L TVS package that is a direct replacement for the factory-installed M112 supercharger. It’s not a universal supercharger, but rather a kit that was specifically designed for the ’03-04 Cobra.

It features a one-piece housing similar to the OEM blower, and the rigid housing design allows for for a larger rear inlet that makes installation easier. This VMP upgrade will get you the reliability of the OEM supercharger but will deliver the efficiency of a TVS package.

But that’s not even the best part. Install one of these onto your Terminator, and you’ll see gains anywhere from 100hp all the way up to as much as 350hp to the rear tires – depending on the pulley size and tune. VMP offers you a choice of pulley size and throttle body inlet elbow for your application.

They come pre-filled with oil, all of the hardware, a 100,000-mile service interval, and a 1-year warranty. They bolt right into your OEM location without any fabricating, and include a 45mm bypass-valve for cooler temps, improved drivability, and greater fuel economy.

2007-13 Shelby GT500

http://www.youtube.com/watch?v=qsuhPXxGN0Q

Shelby guys have the privilege of owning cars that had at least 500hp from the factory, so they’re a little more difficult to impress. For these enthusiasts, VMP Superchargers has just what they need.

Owners of the ’07-12 Shelby’s equipped with the 5.4L can expect up to 200-350rwhp gain when upgrading to the 2.3L, depending on other modifications like a cold-air intake, pulley size, tune, and exhaust. If you order this package, VMP will deliver everything you need – including colder spark plugs, high-flow CNC inlet elbow, a 90mm idler pulley, and a 2.5-inch blower pulley.

Speaking of pulleys, VMP offers them in different sizes ranging from 2.4- to 2.8-inch diameters that can deliver anywhere from 16-22psi of boost. The blower intended for the 2013 5.8L model is very similar to the ones offered for the earlier cars in terms of basic design, however it utilizes a different intake elbow and cannot interchange with the older engines. 

Like the supercharger VMP offers for the Terminator engines these bolt right in without any drama, and according to VMP installation is typically a 2-hour job for the average guy. They are available in either black or silver, and come with a 1-year warranty.

Also on the SCT front, longtime company-sponsored racer Mike Murillo wrapped up the 13th and 14th class championships of his racing career this season by taking home the NMRA Pro Outlaw 10.5 title along with the NMCA’s Super Street title. In addition, Murillo also captured the big-cheese $10,000 pot at the Street Car Super Nationals just two weeks ago against the toughest Outlaw 10.5 racers in the world. He and his team have had a fantastic season by anyone’s expectations – combine that with the fact that Murillo won the same two class championships last season and you start to realize what makes him such a great champion. Murillo has been using SCT’s tuning software exclusively at his shop, Murillo Motorsports, in San Antonio, Texas. They also use one of SCT’s handheld tuners on their tow rig. Truly an icon of the sport of drag racing.

http://www.youtube.com/watch?v=rQX6eKPYRx8

For more information about SCT Performance and its products, log on to sctflash.com.

“We’re focusing on the smaller packages,” says Garrett’s Yukio Tairia. “Engines are getting smaller, there’s less room in the engine bay with newer cars. We’re just making it easier to upgrade these vehicles.”

But smaller doesn’t mean less power. Garrett is focusing on improving the efficiency and performance of its midsize line. Highlights include:

GTX28R — Available with either a 60mm or 67mm compressor and turbine housing A/R options of .64 or .84. Other features include billet compressor wheel, dual ball bearings, oil- and water-cooled compressor housing and rotating assembly (CHRA) and ported shroud compressor housing to increase surge resistance. The 28R, depending on the compressor size, is good for engines in the 1.4L to 3.0L range and about 200 to 480 horsepower.

GTX30R — Available with either a 71mm or 76mm compressor and with either a T3 or T4 housing and a variety of A/R options. Features include fully machined compressor wheel with next-generation aerodynamics, dual ball bearings, oil- and water-cooled compressor housing and rotating assembly (CHRA) and ported shroud compressor housing to increase surge resistance. Depending on the compressor, the 30R is recommended for 1.8L to 3.0L engines and is good for 340 to 640 horsepower.

While displaying at PRI, Garrett also showed off the record-breaking Corvette of Mark Carlyle. Sporting a 440ci LSX engine based on a Dart block and All Pro cylinder heads, the Vette’s boost is supplied by a pair of GTX5518R turbos. Horsepower is around 3,000. Running in the low 6.80s, Carlyle has the quickest Vette around with an independent rear suspension.

“We offer this turbo with either an 85mm or 88mm billet compressor wheel,” says Reggie Wynn of Turobnetics. “It also comes with a 112mm turbine and ceramic ball bearings.”

Different views of the Turbonetics X275 turbo.

While the X275 is based on a T6 footprint, Turbonetics is also releasing a line of T4 turbochargers to help customers experiencing back-pressure issues.

The T4 line of turbos from Turbonetics.

The T4 family should help larger displacement engines, including LSX applications, if they’re experiencing back-pressure problems. The T4 offers all other Turbonetics features like ceramic ball bearings, full balancing on the component and assembly levels and a 1-year warranty.

On display in the turbonetics booth was a 1976 Porsche 911 that had been upgraded with a twin-turbo engine from a 997 Porsche. It was built by Bisimoto Engineering.

Crate engines are nothing new, but in the last few years they’ve become quite popular in nearly every type of build. As mom and pop machine shops have dried up around the country, builders and customizers are increasingly turning to crate engines for their horsepower solutions. Today’s crate engines, in many cases, even come with warranties that rival the engine warranty on a new car, making them that much better suited to a street car build.

BluePrint Engines brought out some big guns at this year’s PRI show. The company has introduced a new line of Pro-Series engines, which promise to offer affordable power to their customers.

Horsepower ranges anywhere from 525 to 815 with the big-block Pro Series engine options. Each engine is built with new components and assembled by an individual engine builder. Base engines come as a long block ready to accept your intake, carburetor, and distributor.

Dressed engines are also available and come ready to install in your street rod, show car, musclecar or track warrior right out of the crate. Sweetening the deal even further is the fact that BluePrint offers an unprecedented three year or 50,000-mile warranty on the Pro-Series engine family.

BluePrint was on hand displaying their all-new big-block Chevy block. This block is not a reconditioned or machined used block, it’s an all new casting engineered and built to BluePrint’s exacting specifications. These blocks will be available to customers soon as well. With prices starting at $1,999, it’s hard to beat the value offered by these new blocks.

Pro Series Engine Features:

• 525-815 hp available depending on engine
• Each engine hand-built by a single engine builder
• Small- or big-block Chevy or Ford Windsor
• Ford displacement 427
• Chevy small-block displacement 427 or 454
• Chevy big-block displacement 509, 540, 572, 632
• Dressed ready to run or base available
• Three year, 50,000-mile warranty
• Dyno tested before shipping – dyno sheet included

Big-Block Chevy BluePrint Block Features

• New block engineered to BluePrint Specifications
• Bore spacing 4.250 or 4.600 available
• 9.8- or 10.2-inch deck height available
• Price starting at $1,999

These and other exciting innovations are coming our way for the new year from the crate engine pros over at BluePrint – stay tuned to the BluePrint website or right here for more details.

“Bracket racers and anyone who needs consistency can utilize the EZ-EFI system,” says David Page of FAST. “The system will take into account atmospheric conditions. The owner doesn’t have to make changes based on the weather.”

The EZ-EFI 2.0 installs easily with fewer connections that other systems.

The EZ-EFI is based around a unique throttle body with fully integrated sensors, an advanced ECU that can work with different fuels and a full-color touchscreen programmer.

“The throttle body will work with engines up to 1,200 horsepower,” says Page. 

The key for racers, especially those with big engines and aggressive cams, is to locate the O2 sensor at least 12 inches from the open end of the header collector.

“A big cam can cause reversion,” explains Page. “If the O2 sensor is too close to the outlet, there can be a false lean-condition reading.”

The EZ-EFI throttle body features eight injectors to provide enough power, but engineers also discovered that eight injectors helped even air-fuel delivery in 4-barrel manifolds. The die-cast throttle body also has integrated fuel rails and needle bearings instead of bushings on the throttle shafts.

Eight injectors are good for up to 1,200 horsepower.

The ECU will respond to changes in fuel, including E98, E85 and E15, and it will work with most ignition systems. Precision ignition control requires a FAST distributor or crank trigger. A new wiring harness requires few connections for easy installation, and the new casing includes diagnostic LED lights.

“This system will keep the engine in tune, regardless of atmospheric conditions,” says Page. “A carburetor is static in tuning unless you physically change the jets or air bleeds.”

For extreme engines, two throttle bodies can be adapted and controlled by a single ECU.

Building a car is not only about performance. Sometimes it’s also about saving space and there’s no better way to do this in your engine bay than by getting components, like the Ford D.U.I. (Davis Unified Ignition) distributor from Performance Distributors, which are as compact as they come. Not only are these H.E.I. distributors condensed with the coil tucked inside, they’re easy to install and also pack a potent punch to get any Ford engine up and running smoothly.

We’ve gotten to know the D.U.I. offerings of Performance Distributors quite well, even installing one on our 1965 Mustang project car, but the utter performance and range of applications that Performance Distributors can accommodate with their Ford H.E.I. distributors never fails to impress. At PRI 2012, Performance Distributors proved once again why they’re a leader in the performance distributor and ignition sects of the automotive industry.

Performance Distributors offers three types of D.U.I. distributors for Ford engines, which are the Street/Strip version, the Racing version, and the Ford Flathead version. Each of these versions can be used on a variety of Fords or Ford-powered vehicles, from the small and nimble 144ci engines all the way up to the potent 460ci engines used in many Ford race machines.

Adding to the performance of your vehicle, no matter what Ford engine you run, is the D.U.I.’s instant throttle response, custom advance curve and 50,000 volt coil and dyna-module, which allows for massive .050 to .055-inch spark plug gaps. In turn, these much larger gaps allows for more efficient and complete fuel burn which gives you both – better performance and gas mileage, while the dyna-module allows a much longer spark duration to your spark plugs. What more could you ask for besides a simple one-wire hookup and no extra components needed (which Performance Distributors’ D.U.I. distributors also feature)? Yeah, we couldn’t think of anything either!

Wiring is something that many customizers and builders dread. This part of a project can be daunting, with what seems like miles of unending spaghetti, wiring a project is sometimes an unnerving proposition.

Founded in 1974, Ron Francis Wiring began primarily as a company dealing in harnesses and parts for Street Rods. They offer high quality kits made with individually labeled cross link wire. They also offer high level technical support to all of their customers to help with the installation process and can custom tailor many of their products to fit your particular build needs.

Two products that caught our eye at PRI included the 24/7 wiring system. This panel holds 24 fuses and up to seven relays. It eases not only trouble shooting for blown fuses but also adding additional equipment.

Key Features:

• Magnetic Attachment: Allows you to “stick” the panel under the dash or other panel and easily pull it out to check fuses.
• 24 Fuses: Just try using them all.
• 7 Relays: Again, try coming up with a need for that on your next project.
• LED Compatible: RFW can set these up for LED lighting compatibility.
• Easy Expandability: Expansion of the system is done through simple plug in connections.
• Steering Column: Can be configured to almost any column you plan to use.

Another product that we found extremely cool was their iStart system. Newer cars like Chevy’s Corvette and some Cadillac models use this technology already, even the Toyota Camry has it. Simply walk up to your car with the fob on yourself and as soon as it reaches close proximity the doors unlock, walk away and they lock. Starting and accessory operation is all handled via a single push button just like many OEM systems. The system will also not operate if the fob is not within range.

The iStart is available separately or with any of RFW’s harnesses. As a bonus if you order iStart with your harness RFW will pre-wire much of the iStart system for you.

RFW makes products for street rods, musclecars, race cars and customs. Check them out online or give them a call at (800) 292-1940 to find out more about what they offer and how they can help you for your build.

When it comes to driving your hot rod, musclecar or performance vehicle, it’s not just what’s under the hood that’s important. In fact, without a performance clutch behind your engine, your car’s performance is not as good as it could be, no matter how much horsepower you put to the ground. Mantic Clutch recognizes this and with over 50 years of expertise, they’ve come up with a variety of performance clutches to suit your every performance need.

Based out of Thomastown, Victoria Australia, Mantic Clutch is one of the premiere clutch designers and distributors in the world, servicing nearly every continent with over 40 distributors world wide – nine of which are right here in the United States. But it’s not just the places that Mantic Clutch services that makes the company a distinguished part of the automotive market. Rather, it’s also the innovative performance products they sell.

With optimum performance in mind, Mantic Clutch has come up with a variety of clutches for many performance applications, including those needing up to 1010 lbs/ft of torque drive capability. Whether you’re looking for a clutch for your dragstrip queen, street and strip machine or just a street cruiser, Mantic Clutch has you covered, offering 9000, 7000 and 5000 series clutches (in Track or Plus varieties) as well as Street and 4WD clutches, flywheels and other clutch components like hydraulic releases and concentric slave cylinders for certain vehicles. Each clutch that Mantic offers is built with your performance car in mind.

In addition to superior clutches, Mantic offers innovative designs for their clutches, including the Mantic MOI (Moment of Inertia) Plus design, which does away with extra material on the clutch’s cover, pressure plate and intermediate plates, which reduces weight and MOI. Mantic also offers clutches with their ER2 new design concept, which is a special grooved design CNC machined to the friction face of the pressure plate which increases the Mean Effective Radius (which can increase torque capacity by up to 8 percent) and help in heat removal. Through these designs, Mantic Clutch not only gives you superior performance clutches, but also components that will work better, last longer and give you more torque to the ground.

There are plenty of performance clutches to choose from, so why not inform yourself about all of your options? With Mantic Clutch products, you definitely won’t be disappointed.

Once thought of as a product for the high performance crowd, Jiffy-tite’s quick disconnect fluid fittings are frequently finding their way into OEM automobile manufacturers’ inventory. “We’ve seen the OEM teams design fluid systems with our products from transmission couplers to power steering and fuel systems,” says LaFleur. 

It’s no secret that Jiffy-tite’s quick connect fluid fittings make changeovers a breeze and when it comes to transmission swaps, the time investment can be significant, especially in a racing environment. OEM manufacturers have also come to the conclusion that reduced maintenance time saves money. When an automobile comes back for warranty service, the quicker a repair can be made reduces the amount of maintenance time and associated costs.

Jiffy-tite's quick-connect couplers come standard with a self-sealing valve but the couplers are available without the valve as well.

LaFleur explains how Jiffy-tite’s quick disconnect coupling saves time; “Because the fittings are self sealing and connect and disconnect in seconds, there is no need to drain the fluid. Simply disconnect the self-sealing quick-connect fittings and the job is done with no leaks or mess. Unlike the traditional threaded fitting set-up, our couplers allow technicians to connect or disconnect the lines in seconds with no tools.”

Features and Benefits of Jiffy-tite’s quick-connect fluid fittings:

• Lighter and more compact than comparable quick-connect designs
• Compatible with most fuel, oil and coolant fluids
• Connects and disconnects without any tools
• Fail safe shut-off features available for increased safety.
• Low resistance flow design maximizes performance while minimizing size of connections and tubing
• Reliable, durable, corrosion resistant materials: 6061-T6 aluminum, brass valves and stainless steel ball bearings
• Wide variety of interchangeable adapters enable use in most applications
• Replaces Any Fitting in Any Location
• 100% Leak Tested
• 360° Swivel
• Black and Gold Anodized

According to LaFleur, “Jiffy-tite makes a full line of quick-connect fluid fittings available for virtually any fuel, water, engine or transmission oil system on the market today. They are the fastest, most secure fittings in the industry and are NHRA and IHRA approved and SCCA accepted.” 

Konstandinou touts the company’s new Digital Inductive Spark (DIS) technology, “our new plug and play DIS ignition controls combine high intensity and spark duration to create maximum spark energy.” According to Konstandinou, the new ICE plug and play ignition controls are compatible with existing magnetic trigger distributors and replaces old CDI with DIS technology. 

Forget two step rev limiters; Konstandinou explained that ICE Ignition’s new control box is “available with 1,2 or 3 RPM limiters and optional two RPM activated switches.”

“The result of our new DIS technology is ultimate ignition energy to fire anything from a street car to a blown alcohol fueled race car,” says Konstandinou.

“The key to our improved output is achieved by using a higher coil primary current, resulting in the secondary spark current being more intense. The system also uses mosfet switching technology which is faster as well as minimizing heat dissipation and energy wastage. This produces the longest duration spark available,” explains Konstandinou.

For more information on ICE Ignition’s DIS technology or their product line, visit them at www.iceignition.com 

“Our primary focus is high end race car transmissions from Rally to GT racing,” says Leigh Nash. According to Nash, the objective is, “…building a transmission that is reliable in that harsh racing environment and still be lightweight.” Reliability and size are the key emphasis when you talk with Hollinger.

“We are ISO 9001 certified and always striving for perfection, because in the racing world quality is not a luxury, it is a necessity,” says Nash. “The Holinger design office has nearly 100 collective years of motorsport and transmission engineering experience.”

All gearbox design and production is done in-house with the aid of 3D design and extensive CNC capabilities. 

For road racers that want to keep their OE transmissions, Holinger offers gear sets and kits to convert standard road car transmissions into a durable race style unit. Both sequential and more traditional H-pattern kits available and Holinger offers a range of solutions for different applications.

“What makes our units unique is that our philosophy is to design gearboxes to be ‘heirlooms’ rather than consumables,” says Nash.  For a complete listing of the different types of gearboxes, gear sets and conversion kits available, visit Holinger Engineering online at www.holinger.com.au 

A team of students from East Ridge High School in Chattanooga, Tennessee, won the Hot Rodders of Tomorrow Engine Challenge championship held during the PRI Show. East Ridge was sponsored by Mr. Gasket and finished with an average time of 21:40, easily defeating runnerup Peach County High School from Fort Valley, Georgia, in a time of 25:16. Taking third was the team from Thomas County Central High School in Thomasville, Georgia, with an average time of 27:55.

The Hot Rodder’s of Tomorrow engine challenge resembles the tear down between rounds at a drag race event. Team are faced with identically prepared small-block Chevy engines. The students must disassemble the engine using common hand tools. After the judges determined the proper tear down procedures were followed, the teams then reassemble the complete engine using proper torquing procedures and adhering to all the specs — all while being viewed by judges and spectators. 

Time is added for penalties, such as dropped components, improper disassembly, assembly and sportsmanship. The goal is to have a complete engine assembly that should fire up and run if gas, water and oil were added. The team with the fastest average time, including penalty minutes, wins the competition.

For the PRI engine challenge, the teams faced each other in pairs in a heat race format. The event winner was determined based on an overall average of their times during the two days of heats. Each team was allowed to drop their lowest two scores.

Represented at the event were:

• Team Mr. Gasket from East Ridge High School in Chattanooga, Tennessee
• Team Hedman Hedders from Belvidere North High School in Belvidere, Illinois
• Team Painless from Sequoyah High School in Soddy Daisy, Tennessee
• Team Proform from Peach County High School in Fort Valley, Georgia
• Team Thermo-Tec from Thomas County Central High School in Thomasville, Georgia

East Ridge High School’s Team Mr. Gasket is one of two teams from the school. In a short time, the school has built a solid reputation and looks to be contenders at all events.

Belvidere North High School’s Team Hedman Hedders came into the competition following a victory at the Race and Performance Expo in St. Charles, Illinois, earlier in 2012.

Sequoyah High School’s Team Painless, rivals the Chattanooga teams from East Ridge High School with two teams. On the nationwide stage, the engine builders from Tennessee are well represented.

Peach County High School’s Team Proform also entered the event with a notable win in 2012′s competition schedule by taking top honors the the SkillsUSA Georgia event.

Thomas County Central High School’s Team Thermo-Tec also scored up a win earlier in the 2012 season by taking the Painless Performance Products event in Forth Worth, Texas, over nine other teams. 

Hot Rodders of Tomorrow PRI Event Championships

Thursday, November 29, Day 1 Heats:

Heat #1 10:00 a.m.

Team Proform, Peach County High School, Fort Valley, Georgia VS. Team Painless, Sequoyah High School, Soddy Daisy, Tennessee

• Team Proform: 23:44 
• Team Painless: 33:47

Day 1-Round 1: Proform VS. Painless

Heat #2 11:30 a.m.

Team Hedman Hedders, Belvidere North High School, Belvidere, Illinois VS. Team Thermo-Tec, Thomas County Central High School, Thomasville, Georgia

• Team Hedman: 32:52 
• Team Thermo-Tec: 33:06

Day 1-Round 2: Team Thermo-Tec VS. Team Hedman

Heat #3 1:30 p.m.

Team Mr. Gasket, East Ridge High School, Chattanooga, Tennessee VS. Team Painless, Sequoyah High School, Soddy Daisy, Tennessee

• Team Mr. Gasket: 21:49
• Team Painless: 35:30

Day 1-Round 3: Team Painless VS. Team Mr. Gasket

Heat #4 3:00 p.m.

Team Proform, Peach County High School, Fort Valley, Georgia VS. Team Thermo-Tec, Thomas County Central High School, Thomasville, Georgia

• Team Proform: 25:45
• Team Thermo-Tec: 30:41

Day 1-Round 4: Team Thermo-Tec VS. Team Proform

Heat #5 4:30 p.m.

Team Mr. Gasket, East Ridge High School, Chattanooga, Tennessee VS. Team Hedman Hedders, Belvidere North High School, Belvidere, Illinois

• Team Mr. Gasket: 22:12
• Team Hedman: 31:51

Day 1-Round 5: Team Mr. Gasket VS. Team Hedman

Friday, November 30th, Day 2 Heats:

Heat #1 10:00 a.m.

Team Mr. Gasket, East Ridge High School, Chattanooga, Tennessee VS. Team Thermo-Tec, Thomas County Central High School, Thomasville, Georgia

• Team Mr. Gasket: 21:35
• Team Thermo-Tec: 25:33

Day 2-Round 1: Team Thermo-Tec VS. Team Mr. Gasket

Heat #2 11:30 a.m.

Team Painless, Sequoyah High School, Soddy Daisy, Tennessee VS. Team Hedman Hedders, Belvidere North High School, Belvidere, Illinois

• Team Painless: 27:05
• Team Hedman: 29:56

Day 2-Round 2: Team Painless VS. Team Hedman

Heat #3 1:30 p.m.

Team Proform, Peach County High School, Fort Valley, Georgia VS. Team Mr. Gasket, East Ridge High School, Chattanooga, Tennessee

• Team Proform: 27:29
• Team Mr. Gasket: 21:37

Day 2-Round 3: Team Proform VS. Team Mr. Gasket

Heat #4 3:00 p.m.

Team Thermo-Tec, Thomas County Central High School, Thomasville, Georgia VS. Team Painless, Sequoyah High School, Soddy Daisy, Tennessee

• Team Thermo-Tec: 27:33
• Team Painless: 31:56

Day 2-Round 4: Team Thermo-Tec VS. Team Painless

Heat #5 4:30 p.m.

Team Hedman Hedders, Belvidere North High School, Belvidere, Illinois VS. Team Proform, Peach County High School, Fort Valley, Georgia

• Team Hedman: 30:16
• Team Proform: 26:19

Day 2-Round 5: Team Proform VS. Team Hedman

Top three teams in the PRI Championship event of the Hot Rodders of Tomorrow.

Saturday, December 1, Awards Event:

1st Place: Team Mr. Gasket, East Ridge High School, Chattanooga, Tennessee

Overall average 21:40. Each team member won a $10,000 scholarship that can be used at either the School of Automotive Machinists or Ohio Technical College.

Team Mr. Gasket, East Ridge High School

2nd Place: Team Proform, Peach County High School, Fort Valley, Georgia

Overall average: 25:16. Each team member won $9,000 scholarships to School of Automotive Machinists and Ohio Technical College

Team Proform, Peach County High School.

3rd Place: Team Thermo-Tec, Thomas County Central High School, Thomasville, Georgia

Overall average: 27:55. Each team member won $8,000 scholarships to School of Automotive Machinists and Ohio Technical College

Team Thermo-Tec, Thomas County Central High School.

4th Place: Team Hedman Hedders, Belvidere North High School, Belvidere, Illinois

Overall average: 30:41. Each team member won $7,000 scholarships to School of Automotive Machinists and Ohio Technical College

Team Hedman, Belvidere North High School.

5th Place: Team Painless, Sequoyah High School, Soddy Daisy, Tennessee

Overall average: 30:56. Each team member won $6,000 scholarships to School of Automotive Machinists and Ohio Technical College

Team Painless, Sequoyah High School.

“These 23-degree manifolds will reduce the port-matching time for engine builders,” says Kevin Feeny of RHS. “They also have dual bolt patterns to work with all types of Gen I heads, including GM Vortec and late-model perimeter-corner mounting.”

RHS offers single 4-barrel carburetor and EFI versions of its new 23-degree intake manifold.

The new LS7 rectangular-port cylinder head now comes with 307cc intake runners. The previous Pro Elite model — which is still available — has 291cc intake runners.

The new Pro Elite LS7 rectangular-port head has 307cci intake runners.

The Pro Elite heads feature a raised (.220-inch) intake runner design that will fit stock and aftermarket LS7-style manifolds and valvetrain setups. They come with a 12-degree valve angle and utilize the 6-bolt design. Other features include .750-inch thick deck, .100-inch raised exhaust ports and reinforced rocker rails.

RHS’s LS block comes in standard 9.240- and 9.750-inch deck heights. It’s made from A357-T6 aluminum with Siamese-cast bore walls and press-inch spun-cast iron liners. The cam centerline is raised .388-inch and the block will accommodate a 60mm camshaft.

The RHS LS7 race block offers numerous performance features, such as provisions for oil squirters, material to bore out lifters and billet main caps.

The black diamond series carburetors feature a brand new coating developed from NitroPlate that helps reduce the fuel temperature entering the engine. “The good news is, it not only looks good, but its also functional,” Explained Quick Fuel President Marvin Benoit. “In testing we’ve determined that it reduces the fuel temperature by 6%.”

So what does that 6% decrease mean for your daily driver? “It means that it takes longer for the fuel to boil in the bowl, and helps alleviate vapor pressure in the carburetor,” Benoit explained to us. ” It also can eliminate stumbling problems for street cars.”

Features:

• Unique PTFE Teflon Coating designed specifically for this application
• Highly Durable Finish, impact and scratch resistant
• Impervious to virtually all under hood chemicals and fuels
• Highly corrosion resistant – especially important for marine coastal and harsh environment
• Coating aids in appearance, sheds dirt, and cleans easily.
• Provides a 6% reduction in fuel temperature for improved performance
• available in satin black finish.

 The coating will first be available in their SS and their Q-Series carburetors before being made available in other products. For more information please visit Quick Fuel Technology’s home on the web at QuickFuelTechnology.com

The new BV3 (Big Victor) line is a 2-piece, spider-style single-plane intake manifold design that allows easy access to the ports for either hand-grinding or CNC machines. The manifolds are cast in two separate pieces, each with a machined O-ring groove on the mating surfaces to ensure proper sealing when bolted back together. 

Shown are different views of the Big Victor 3 (BV3) line of CNC cylinder heads for big-block Chevys. Customers can choose between 4.84- and 5.00-inch bore spacing and a variety of intake-port and chamber volumes.

“There’s no gasket or need for silicone,” says Edelbrock’s director of engineering, Rick Roberts, noting that high-quality bolts and washers are supplied with the manifolds. “But these manifolds can also be ordered CNC port-matched to our line of BV3 cylinder heads.”

The manifolds are offered in two distinct styles: one with a 4500 footprint for a single Dominator-sized carb, or with a huge open plenum upon which different plates can be fabricated for multiple carbs or throttle bodies. Each manifold comes with a matching valley plate that feature integrated coolant passages. The manifolds can be ordered to fit different deck heights and also with standard or thick flanges.

The heads can be port-matched to the unique 2-piece BV3 intake manifold that comes with either a single 4-barrel flange or an open top for custom induction choices. Note how the manifold separates for easy access to the ports.

The manifolds come with matching valley plates that have integrated water passages.

Numerous options will be offered in the port-matched head-manifold line. The Big Victor 3 (BV3) line of heads can be ordered to fit stock GM with 4.84-inch bore spacing, or 5.0-inch bore spacing blocks from CFE, Dart, Sonny’s or Brodix. The heads are also available in raw castings so the engine builder can machine according to needs.

“It’s a game-changing symmetrical valve architecture similar to the DRCE3 Pro Stock architecture,” says Roberts. “But it adapts to a single four-barrel easily.”

With the symmetrical design, the valve centers are rotated around the bore center from conventional configurations. This allows less rocker-arm offset to improve valvetrain stability. The heads can be ordered with either 11- or 14-degree valve angles and 2.50- or 2.56-inch intake valves. Exhaust valves are 1.82-inch.

Bilstein, a global entity and manufacturer of suspension components and systems for, well…nearly everything, has begun its foray into the drag racing market. They recently launched a brand new product line for the straight-line sport that it plans to blossom into a wide-ranging segment of their business over the coming months and years.

Here in Orlando, Bilstein has on prominent display, along with a host of other products, the first of their drag racing shock models, intended for street and strip duty on nine and ten second street-style cars.

The new shock utilizes Bilstein’s traditional monotube gas pressure construction, in which the gas pressure is pre-loaded to increase control at the launch and improve consistency going down the race track. The shock also removes front suspension “lag” off the starting line, while the self-adjusting deflective disc valving design adjusts instantly to the shaft speed of the shock, also providing greater stability down track. The shock mounts in the stock location for an easy, direct-fit installation.

Bilstein’s current offering includes those for 1967-76 Chevrolet Camaros and Firebirds, along with 1987-93 and 1994-04 Ford Mustangs. According to Bilstein’s Rex Merritt, the company plans to roll out drag racing shocks for additional vehicle makes and models (including virtually every GM performance car and all Ford Mustang models up to 2008), and also has tentative plans to roll out some hardcore drag racing shocks for heads-up style race cars in the future.

The Bilstein drag racing shock has already proven its mettle on the track in R&D testing, as one of their test bed vehicles picked up an impressive three tenths of a second in quarter mile elapsed time, nearly all of which was gained mid-track rather than in short time, proving just how valuable the stability and consistency of the shock going down the racing surface is.

Said Merritt, who has tested this shock on his own street/strip car with similar results, “We took a look at the drag racing market and saw how vast it really is, and we wanted to get involved with a new product line for this segment. We’ve always done monotube shocks here at Bilstein, and so it was natural that we would carry the technology and knowledge over to our drag racing design.”

For more information on Bilstein and their wide range of suspension components, log on to bilsteinus.com.

“We have a range of dynos that are among the most advanced and user friendly in the world,” Kopitzke. “Our eddy-current dynos are favorites with the tuners.”

The new push within the company has been for an affordable, entry-level dynamometer for shops looking to get into the tuning and diagnostics industry. This was the inspiration for the Dynotech line of 2-wheel and motorcycle dynos from Dyno Dynamics.

“The Dynotech line offers great value for the money,” says Kopitzke. “They are designed to simulate road conditions and add resistance accordingly. The customer gets our 30-years of technology, which allows them to improve their capabilities, without a huge price tag.”

Dyno Dynamics new Dynotech 2-wheel drive chassis dyno features portability and mobility in a highly technical unit.

Features and Benefits of the Dynotech 2-wheel drive dyno:

• Capable of tuning rear wheel or front wheel drive vehicles or motorcycles with the motorcycle adapter
• Measures power from 1HP up to 1200 HP
• Measures axle torque up to 6250 Nm
• Max speed 250 km/h
• Steady State graphing
• Command RPM Dynotech user friendly windows based software-auto saves your data, no need for you to manually save
• Auto Weather Station automatically compensates for temperature, pressure, humidity variations
• OBD II Kit can stream data from ECU into Dynotech software
• An optional mobility wheel kit to make the dyno portable, so it can be moved around the workshop or taken on-site for mobile dyno tuning
• Smaller size allows convenience of positioning in both smaller workshops and home garage
• Unique DD knurling- the company’s knurling process that makes sure the rollers are non-aggressive on tyres and closely mimic the road experience
• Software has been designed by Dyno Dynamics own experienced software engineers in their Melbourne Manufacturing Facility
• All Dynotech Dynos are modular upgradable
• Designed, developed, engineered manufactured and assembled by our highly skilled team in our factory in Melbourne Manufacturing Facility, Victoria, Australia

“We’re pretty proud of these water pumps,” says John Benson. “They offer a considerable weight savings for the big-block Chevy and small-block Chevy engines.”

Considerable is a difficult number to define so Benson laid down the numbers. “The stock mechanical pumps weight about 16-pounds. Our EWP-150 weighs 2-pounds. That’s a considerable amount of weight to drop off and gain 15-horsepower at the same time.”

Benson says that Davies Craig electric water pumps are currently available for the small- and big-block engine platforms now, “We will have electric water pumps for LS and Ford engines in a couple of months.” 

In addition to the new electric water pumps, Davies Craig also offers an EWP header adapter kit which allows the electric water pump to be relocated to a lower place in the engine bay. Having the water pump mounted in the lower radiator water hose helps with engine cooling and helps get the weight down lower.

In a nutshell, Davies Craig’s EWP150 Electric Water Pump is a universal, do-it-yourself, easy to install water pump designed to replace or compliment existing belt-driven mechanical water pumps. Features include removing parasitic power losses of a belt-driven water pump to free up extra power and torque. The pump’s design also provides increased cooling capacity by eliminating heat soak and providing better engine temperature control.

For more information on Davies Craig’s new line of electric water pumps, visit them online at www.daviescraig.com.au

EWP header adapter hose kit.

The Black Widow can support engines up to 3,000 horsepower. Note the coolant tower behind the boom.

Superflow’s most powerful dyno now has standardized features that clean up the dyno room and allow for easier installation and operation.

The SF-Black Widow is rated up to 11,000 rpm and 3,000 horsepower with a max of 2,500 lb-ft torque. That’s higher than the 2,500-horsepower capacity of the SF-Powermark and the 1,500-horsepower rating of the SF-902S.

“It can handle lots of torque at low speeds,” says Superflow’s Mark Giles. “That makes it desirable for the diesel and marine markets.”

The sensor box has four LCD readouts for quick monitoring.

Superflow introduced the Black Widow in 2010 with the units set up differently as the line grew. 

“Now everything is more standardized,” says Giles. “Such as, the engine cart is now compatible with our other dynos. And we’ve added the boom to move all the hoses and wires out of the way.”

The integrated boom supports both the sensor box and cooling tower and features cable stays to route the transducer wires up and away from the engine. It also returns the engine water to the non-pressurized cooling tower that is located behind the boom and out of the way.

“Now you can actually get to the engine to change cams or check timing without hoses or tanks in your way,” says Giles.

The new sensor box includes four LCD displays to any channel from the WinDyn software. Other convenience features on the Black Widow include a tool tray with cutouts, fully adjustable roll-around engine-docking cart and an integrated starter mount. The latter means that a flywheel, bellhousing and engine-mounted starter are not required.

Here's a comparison of the three SuperFlow dynos. Note the high torque loads that the Black Widow can support at low rpm.

“Current owners of the HP and Dominator boxes can also upgrade to the V2 software free of charge by going to holleyefi.com,” says Doug Flynn, product development manager at Holley.

Other upgrades include expanded data logger capabilities, integration with traction control and a new configurable gauge panel display.

“We’ve been working with Davis Technologies on the traction control,” adds Flynn. “It does require a separate Davis/Holley traction-control module.”

The boost channel can be configured to control boost based on time, gear, speed and manual inputs. There’s also a function that can build boost on the starting line by altering timing, fuel and even nitrous application, and there are over-boost safety limits.

The traction-control feature also requires associated driveshaft-signal hardware in addition to the Davis/Holley module. Once the driveshaft speed information is available, the Holley ECU can be programmed to reduce timing, nitrous, boost or drive-by-wire throttle position to combat tire spin. 

Other new features include quick-start ignition and fuel strategies for LSX engines and quick-start fueling for all engines, option for VE-based fueling strategy, configurable user password protection and additional time-based timing retards.

The Holley HP system can be programmed with a laptop or optional 5.7-inch LCD touch screen. It works with a variety of EFI systems and comes a plug-n-play capability for LSx engines. The Dominator is preferable for high-end racing applications with additional input and output options. It includes electronic-transmission controls and dual-channel wide-band O2 sensor controls.

Holley offers a wide variety of EFI kits, including the Stealth Ram, that utilize the HP management. There’s also a step-by-step HP and Dominator component selection guide in the Holley catalog to set up the proper EFI system for street or race applications.

While ProCharger’s brand new F1-X supercharger certainly grabbed all of the headlines early in the year with records abound in the X275 category and elsewhere, it was the big and mighty F3 series that stole away the limelight as the season drew to a close, thanks in large part to a new all-time Outlaw Drag Radial record.

ProCharger’s biggest and baddest blower, the F3-136, helped propel small-tire veteran “Stevie Fast” Jackson to a 4.19 elapsed time at a recent testing session, marking the first and only time a radial tire-equipped car has hit the ‘teens in the eighth-mile.

The 136, according to ProCharger’s Dave Werremeyer, brings to the table everything that the company learned with the development of their massive F4 prototype supercharger, particularly in the area of the impeller and the vane diffuser. The ProCharger team began testing the 136 on the dyno and on the track last fall, and put it into active duty this season with impressive results.

The F3-136 boasts a standard F3 Series transmission with a high efficiency impeller, and is capable of eight pounds more boost than its predecessor, the F3-135. Combined with the capability of rotational speeds in the neighborhood of 72,000-74,000 RPM, maximum flow of 4,000 cfm and boost ceiling of 50 psi, you have a single unit with the potential for 2,800 to 3,000 horsepower.

As they do each and every year here at PRI, ProCharger is also honoring their distinguished customers that carried the banner to world championships and major race titles. And the list is once again long and prominent.

This year’s honorees include eight-time NMRA Super Street Outlaw champion John Urist (his seventh-straight in the class), Urist’s fellow racer and NMRA and NMCA 275 Drag Radial champ Jason Lee, Yellow Bullet Nationals’ X275 winner Rich Bruder, OSCA EZ Street champ Noel Berg, WCHRA Outlaw 8.5 titleist Eric Gustafson, NMCA WEST Outlaw 10.5′s Al Jimenez, and NMCA WEST X275 champ Kevin Young.

For more information on ProCharger and their full line of self-contained superchargers, from those powering the quickest radial cars in the world to those designed for your powerful street car, log on to procharger.com.

“We first started 12 or 13 years ago developing intake manifolds for small block Chevys’,” explained Micheal McClelland of Professional Products. “That converted to where we now have 56 different intake manifold part numbers, and it just grew from there.”

It wasn’t much longer when Professional Products extended it’s reach beyond intake manifolds to ignition systems. McClelland explained that about 6 years ago they entered into partnership with Retrotek Speed which is now a division of Professional Products. Over the past 6 years, they developed various different ignitions products that led Professional Products to the Powerfire VI.

The Powerfire VI combines all the power and efficiency of a digital CDI system, with the enhanced features of a built-in rev limiter and dual step rev control. The unit is unique in that is a completely adjustable ignition system that doesn’t need a laptop plugged in to adjust the box.

“The rotary dials are adjustable from 1,000 to 9,900 RPMS,” McClelland explained to us. “There’s a lot of ignition systems out there, but one of the main benefits of the Powerfire is the two/dual step being included in the box, most competitors require you to pay extra for a separate add-on module.”

Features:

• High output multi-spark ignition system provides quicker acceleration and throttle response plus better driveability.
• Advanced digital technology technology provides 1/4 degree timing accuracy up to 10,000 rpm.
• Digital circuitry creates more performance with lower power draw compared to analog systems found in some competitive units.
• Produces powerful spark up to 15,000RPM
• Outputs over 530 volts and up to 135mJ of energy.
• Provides 20 degrees of spark duration
• adjustable digital rev limiter built in.

Amazingly Professional Products was able to manufacture the Powerfire VI to work on 4, 6, and 8 cylinder applications and with a price point of under $240.

Professional Products also showed us a couple examples of their Powerjection port injected EFI systems

“We use an in-house developed rubber compound,” says Fel-Pro’s Ron Rotunno. “It’s also resistant to caustic fluids.”

Fel-Pro has silicone rubber gaskets in both rigid-carrier and press-to-fit designs.

Fel-Pro valve-cover gaskets feature a rigid carrier made of aluminized steel or composite to resist high heat and vacuum. The silicone rubber sealing beads are precision edge-molded to compensate for surface irregularities. Other features include built-in torque limiters to help prevent over-tightening and over-compression of the gasket; locating tabs to assure proper alignment; and bolt-hole locks to help reduce installation time.

“The thicker material offers the added benefit of additional clearance for rocker arms,” adds Rotunno.

The rigid-carrier gaskets feature torque limiters and silicone rubber sealing beads. Water-outlet gaskets are also available.

The PermaDryPlus line of oil pan gaskets feature 1-piece construction and rigid carrier for improved alignment and fit. The pan gaskets come with snapups to hold the gasket in place for quicker installation.

Note the precision edge-molded sealing beads.

“These gaskets should be installed dry, no RTV,” reminds Rotunno. “For the oil pan gaskets, you can apply just a small dab of RTV in the corners because the pans aren’t always square to the block.”

The PermaDryPlus line continues with a line of rigid carrier gaskets for water outlets and can help seal slightly warped or corroded thermostat housings. These gaskets feature the same construction designs and silicone rubber sealing beads.

All Fel-Pro gaskets are designed and manufactured in Skokie, Illinois. Applications range from OEM replacement to high-end engines for drag racing and stock cars.

Finally, check out the video below for more on the history of Fel-Pro gaskets. Did you know Fel-Pro started out manufacturing felt products, like horse blankets?

http://www.youtube.com/watch?v=fVQmHd8NQ5A

Ferrea, one of the industry’s premier manufacturers of valvetrain components for all things performance — be it domestic or import — has launched a complete line of aftermarket valvetrain offerings for the BR-Z motor designed to help enthusiasts with their high-powered exploits and the use of nitrous oxide, turbocharging, and supercharging.

Said Ferrea’s Zeke Urrutia, “With this package, enthusiasts will be able to push 40 psi of boost with their power adders and still turn over 10,000 RPM.” That’s right folks, ten thousand RPM from a street car.

The BR-Z package includes Competition Plus Series valves (perfect for turbo and nitrous applications) or 6000 Series valves (great for N/A applications), along with the option for dual or single Pac Alloy material valve springs, highly polished military-spec titanium and fully heat treated Tool steel retainers, CNC finished and blank oxide steel spring seat locators, copper-bronze intake and exhaust valves, and high-temp rubber valve seats.

On the domestic side, Ferrea also has here at PRI their new valves designed for the GM LSX-DR 11-degree, full-race cylinder head. The new valve package features high-temp, special alloy stainless construction exhaust valves, and military-spec titanium intake valves. Both are 5/16-inch stem size. The intake valves feature a special CRN coating that serves as barrier for good wear, stress, and heat. “This material works exceptionally well with a lot of seat and guide materials,” explained Urrutia.

For more information on Ferrea Racing Components and their extensive lineup of exhaust components, log on to ferrea.com.

Ferrea's new special alloy stainless exhaust valve and military-spec titanium intake valves for the LSX-DR cylinder head.

Yella Terra's New Range roller rockers for Mast Motorsports' Black Label cylinder heads.

When we stopped by the Yella Terra booth at the 2012 PRI show, product development manager Roger Vinci set us straight on aftermarket rockers right away. “OE car manufacturers build products to a price, they don’t build them for performance. They have one major objective, make an inexpensive rocker that is reliable enough to get past the standard warranty period,” he says, “if accountants weren’t in control, then car manufacturer’s valvetrain engineers would build what we make.”

According to Vinci, Yella Terra has been broadening the range of LS roller rocker arms for the last six years. Currently offering L76/L92/L98/LS3/LS9 and LSA roller rockers for factory heads, LS1/LS2/LS4 and LS6 roller rockers for AFR, Dart, Edelbrock and factory heads with another line for LS7 and LSX factory heads. Each version comes in one of three styles; Ultralite, the standard Yella Terra, and the Platinum Series.

New this year to the Yella Terra line-up is the “New Range” roller rockers designed specifically for the Mast Motorsports Black Label cylinder heads – covering the Black Label rectangular port LS3, rectangular port LS7 and the cathedral port LS1/LS2 cylinder heads.

Vinci explains why Yella Terra should be the choice made by any performance engine builder. “Quality aftermarket rocker arms must be made from ultra high quality aluminum extrusion such as 2024-T3500 or T6. This extrusion actually becomes stronger as the engine heat increases and is much more durable under stress.” 

“A weaker extrusion lends itself to colorful, high luster finishes. 2024 does not anodize or polish up very well,” he adds. “Anodizing actually weakens the extrusion even further. One must make a critical decision here. Pretty or strong? If you are an engine builder, you put your reputation on the line with every engine you build. For our customers, they choose strength every time.”

If you are currently own Mast Motorsports Black Label LS cylinder heads, or planning on swapping out to a set, Yella Terra has the shaft roller rockers to suit the upgrade. 

For more information on Yella Terra products, check them out at www.yellaterra.com.au 

“They’re economical, yet good for up to 800 horsepower,” says Lunati’s Todd Ryden. “All  Voodoo cranks are forged 4340 non-twist steel and finished at Lunati.”

Voodoo cranks are also nitride heat treated and come with micropolished journals. Lightening holes in the rod journals reduce crankshaft weight, all cranks are shaped and profiled design to reduce windage.

“The next step up is Lunati’s Signature Series and is proven up to 1,500 horsepower,” says Ryden.

The Signature Series forged 4340 steel cranks feature either 7/8- or 3/4-inch lightening holes, gun-drilled mains, pulsed plasma nitride treatments, micropolished journals and journal radii are ground to .140-inch. Lunati also offers a specialized Signatuare crank for supercharged applications that include dual keyways, 3/4-16 thread in the nose and the #1 rod journal is not drilled for increased strength up front.

Lunati can provide complete engine kits or full rotating assemblies, according to the needs of the customer. The Voodoo connecting rods are H-beam designs and manufactured from 4340 forgings. They’re heat treated, stress relieved, shot-peened, Magnafluxed and come with ARP 2000 bolts. Lunati also offers a Pro Series I-beam rod that is CNC machined, deburred and comes with a 7/16-inch ARP 2000 cap screw.

Lunati can supply pistons to meet a variety of street and race applications. All are forged from 2618 alloy aluminum and feature fully machined crowns, flat ring grooves and precise weight tolerances.

“The rotating assemblies come fully balanced,” reminds Ryden. 

Voodoo and Signature kits are available for most popular applications in variety of displacements and compression ratio. Full engine kits include cranks, rods, bearing, pistons, rings, piston pin, Lunati camshaft, lifters and timing set.

Scorpion takes precision to a whole new level as evident with their new Endurance Series shaft mount rockers. According to Reynolds, “These rockers were designed for professional circle track, dirt track, drag racing and offshore powerboat race engines. They are built to perform at the top level, lap after lap, race after race.”

Product design engineer Zac Collins explains, “These new shaft rockers have been tested on the circle track for over two years before we released them to the public. With two seasons of racing at 8,600 rpm plus…we are convinced of their ability to withstand the rigors of race engines and meet the high standards we set for our products.”

The process began with 3D dimension modeling and FEA testing on the computer. Once the crew felt they had the perfect design for a shaft mount rocker arm with endurance qualities, the Scorpion crew produced actual components for testing. The engineering crew represented a team of 13 with over 100-years of valvetrain engineering experience. “One of the key areas that always poses a challenge with rocker arms is the question of performance vs. temperature. Through extensive testing, we have perfected our shaft mount rockers using 7000 series aluminum for extreme racing at high rpm over a long life span.”

Scorpion's Endurance shaft mount rockers are available in different ratios.

Scorpion’s Endurance series shaft mount rockers are available in many different ratios. Key features include a large roller and precision trunnion shaft. 

Features of Scorpion’s Endurance series shaft mount rockers:

• Available in many ratios
• .562″ centerless ground shaft
• .520″ centerless ground roller
• Steel parts made from ASTM certified bearing quality steel
• 120 gram assembled body
• .625″ adjuster engagement
• 4140 heat treated steel stand
• ARP shaft and stand bolts
• .260″ strap
• Aluminum bodies made from 7000 series aluminum
• Clears 1.650″ valve springs
• Anodized for additional strength and protection
• Needle bearing fulcrum and roller tip
• Black oxide coated steel parts
• 100 % CNC machined
• Made in America

Tested on the racetrack at over 8600 rpm, these rockers are "over-engineered" to Scorpion's demanding standards.

“We over-engineer our parts for our own assurance. All of our products are thoroughly tested in-house on our Super Flow 901 engine dyno before they ever go out for track testing,” says Collins. “Using the top materials and the latest cutting edge manufacturing and finishing processes like Military Spec Type II Anodizing, Type III Hardcoat Anodizing and Bright Dip Anodizing. Anodizing not only protects metal objects but strengthens them by making their surface much harder,” adds Reynolds.

Scorpion Racing Products offers a full range of valvetrain components with the Endurance series featured as the pinnacle of quality. For more information on Scorpion’s Endurance series shaft mount rockers or other valvetrain components in the Endurance line, visit them at www.scorpionracingproducts.com

“Max-Clean is a state-of-the-art fuel system treatment that cleans injectors, restores fuel economy and reduces both engine buildup and tailpipe emissions,” says Kyle Neal. 

According to Neal, “Max-Clean’s technology targets both the intake system and combustion chamber and is effective on the entire spectrum of engines on the road, whether they are new or old, gasoline or diesel, naturally aspirated, turbocharged or supercharged.”

Based on a rigorous series of tests covering a fleet of vehicles of various makes and models, Neal claims that the Max-Clean product, “Improved fuel economy an average of 3.2 percent, increased horsepower an average of 2.6 percent, reduced hydrocarbon, nitrous oxides and carbon oxide emissions on average of 12, 13 and 18 percent respectively.”

Added benefits of Royal Purple’s Max-Clean fuel system treatment are reported as preventing rough idle, hesitation and stalling. Max-Clean is credited with preventing premature spark plug fouling and reducing deposit-related engine knocking and pinging.

Neal states, “The difference in the Max-Clean fuel system treatment and some of the products on the market is a higher flashpoint and higher viscosity. It flows better as it cleans. It’s actually a 3-in-1 product. Max-Clean not only cleans the fuel system but it is a performance enhancer and fuel stabilizer.”

Deposit build-up is a natural consequence of fuel combustion. Unfortunately, these deposits can have a significant effect on the performance and reliability of your engine. “With Max-Clean, we have developed a product that can bring engine surfaces back to like-new clean, restoring once-lost fuel economy and performance,” Neal adds.

For more information on Royal Purple’s new Max-Clean fuel system cleaner and stabilizer, visit them online at royalpurpleconsumer.com 

According to Garry Padey, “This is one of the many reasons why Penrite is the number one preferred brand among independent mechanics world-wide.”

“As mechanical technology advances around the world, so must the specification of lubrication,” says Padey. “We continue to lead the global market in the development & manufacture of products that meet and exceed these demanding lubricant specifications.”

Vehicles have become more sophisticated, and it’s essential to use the correct lubrication to avoid damage. Padey claims, “Penrite has the right product for every application with the latest industry specifications & OE approvals. OE approved products meet the original specifications of the manufacturer, which maintains all warranty & performance criteria.”

The Penrite Oil Company was founded in 1926 by Les Mecoles where he purchased his first factory in Melbourne, Australia, manufacturing high quality lubricants from Pennsylvania base stocks. Les sold the company to John Dymond, a mechanical engineer by trade and a car enthusiast at heart, who rapidly expanded the Penrite range of products.

John’s technical background and a commitment to quality helped Penrite to produce high quality products for every application. Dymond’s philosophy of “every product, every application, every customer” remains a core value of the company to this day.

For a customer making a decision on which Penrite oil to purchase, Padey says, “It is a balance between power and protection. We have such a wide range of products that everything from an engine that gets rebuilt after every race to your daily commuter is covered.”

For more information on Penrite’s wide range of lubrication products or to get a recommendation on which oil is best for your application, visit them online at www.penriteoil.com.au 

With the world’s focus on the development and use of more efficient, economical, and “green” fuels, the diesel performance marketplace has seen an uptick in interest from auto manufacturers. Additionally the aftermarket and enthusiasts are caught up in the mix when it comes to putting the capabilities of the technology on display in hardcore racing applications. From sports car racing to drag racing, diesel engines are more commonplace than they’ve ever been and their performance is nothing short of awe-inspiring.

The team at Scheid Diesel Service in Indiana has been in integral part of the diesel performance scene, campaigning a diesel-powered dragster out of their shop and supplying power and support for a host of truck pulling teams. Their in-house dragster, owned by Dan Scheid and driven by Jared Jones, is a bonafied contender in the NHDRA (National Hot Diesel Association) and the NHRA, with power from a massive 5.9L Cummins-based powerplant that’s producing horsepower and torque numbers thought unimaginable from the factory.

The inline-six features a compound turbocharger setup, with an 85mm turbo at the manifold feeding another massive 114mm hairdryer pushing an eye-opening 150 pounds of boost into the engine. The lengthy mill utilizes a stock engine block with Arias pistons and billet rods and a water injection setup to produce the 1,950 horsepower and 3,000 ft.-lbs. of torque — enough to drag a train down the tracks. A 3-speed Lenco manual transmission and 4-disc Crower clutch combo deliver the power to the big Goodyear slicks through a Strange Engineering differential.

The 300-inch Spitzer Race Cars Top Dragster chassis weighs in at 2,650 pounds — with 1,400 of that in the drivetrain — and has been as quick as 6.74 seconds and over 205 mph, which is less than two-tenths of a second off the world record despite giving up a sizable number of cubes to its competitors.

Flowmaster actually began back in 1983 by focusing their efforts to help racers “quiet” down their exhaust systems and help keep the race tracks open. As residential communities were being built closer and closer to existing race tracks (street, dirt, you name it) the motorsports community began to take notice and Flowmaster stepped in offering a few solutions to help keep the race tracks open. At the time (and even true for today) more and more tracks were being shut down due to noise ordinances across the country.

That signature sound all begins with signature mufflers and proper flow.

It’s funny to think of Flowmaster as helping to “quiet” anything down since their signature rumble is one of the most sought after exhaust notes on the market today. We stopped by the Flowmaster booth at this year’s PRI show to check out some of their latest and greatest innovations for helping to both “quiet” and “louden” up anything on four wheels and beyond.

Flowmaster’s exhaust technology begins with in-house R&D and engineers constantly testing and developing new ways to allow engines to “breathe” and properly tying together flow and exhaust for optimum performance. As we toured the booth to check out the newest innovations we came across the Pro Series and the Outlaw Race Mufflers as highlighted in the video above. Check out the advanced features and cut away shots of these two options below.

Pro Series Features:

• Most versatile Laminar Flow muffler offered by Flowmaster
• Deeper tone for great performance sound
• 409S stainless steel constuction
• Limited lifetime warranty to original purchaser
• Lower exterior heat via “cool shell” technology
• Full size and shorty versions available 

Outlaw Race Muffler Features:

• Increased torque and performance
• Can be attached directly to collector
• Compact size and lightweight
• Available in 3, 3.5, 4, and 5-inch outlets
• Available in 16 3/4 or 17-inch body lengths
• Allows easier detection of engine problems through sound

“It’s a bit of a new direction for us,” says Scott March of the manifold product line. “We have intakes for drag, dirt oval, classics and street cars now.”

CHI boasts of a complete line of Chevy manifolds, all for the venerable Gen I SBC. From 23 degree, 18 degree, 15 degree and 13 degree angled heads. For Fords, CHI has tailored their product line toward the 9.2 Cleveland and 9.5 Windsor.

March says the choice of any good intake is to match it with the rest of the engine. “The key to making excellent torque and horsepower comes from using the smallest port for a given amount of airflow and then matching the correct port size to the airflow requirements of your application. It is extremely important to have this relationship working properly, as engines can only consume a nominal amount of air. This is often the reason why so many combinations don’t work very well.”

March reasons that the new line of intakes will work extremely well on CHI cylinder heads. “Our intakes are made from the same A356 aluminium as our cylinder heads, but unlike other manufacturers, our manifolds are heat treated to T-6 for unsurpassed durability.” By manufacturing the intakes out of the same material as the cylinder heads, heat transfer issues should be minimal or non-existent. 

“Most of our new intake designs are custom manufactured for spec rule classes,” explains March. “We’ve worked with some of the world’s top engine builders to design and manufacture manifolds that have the best horsepower and torque curves on the market today. Through countless hours of testing and modifying a variety of different manifolds, we have come up with a formula for optimizing cross sectional area, velocity, and fuel atomization characteristics.”

To check out CHI’s latest line of manifolds or their popular cylinder heads, visit them at www.chiheads.com.au 

We caught up with Eric Haugland to find out the inside scoop. Haugland shared with us some more information about this expanded product line up, “EQ big-block Chevy replacement cylinder heads surpass any production unit by producing outstanding horsepower and torque improvements for virtually all big-block Chevy engines from a mild 454 to a supercharged 572. Offering excellent valve life and durability allow these new big-block heads to be used for lengthy racing life.” But their reliability and power gains aren’t just for the avid racer as any performance street build can benefit from a good cylinder head swap offering superior flow.

The new EQ cast iron heads offer superior flow characteristics when tested against others and are available with either a 320cc (454 part #CH454A) or 360cc (454 part #CH454B) intake runner. They are cast, machined, and assembled with great features such as multi-angled intake seats and radiused exhaust valve seats, revised water jackets for better thermal conductivity allowing for reduced chance of detonation. They also offer thick deck surfaces, hardened exhaust valve seat, manganese intake and bronze exhaust valve guides. These heads also have a 119cc chamber volume that is “compression friendly” for street or marine applications.

For more information about the EQ big-block Chevy cylinder heads or any of their products check out EngineQuest or phone one of their experts today at (800) 426-8771.

“We have four layers: three active with one shim,” explains Ron Rotunno. “There’s also a stopper layer laser-welded to the shim. Together they form a ‘spring’ to maintain contact pressure between the block and head.”

Fel-Pro's MLS head gaskets feature three active layers and one shim (left). Shown is the laser-welded stopper layer on the shim (right).

“The key is understanding the engine and where the head lift occurs,” says Rotunno. “We focus on those areas.”

Embossing the gaskets is also an engineering art as the height, width and radius of the raised area are critical. Fel-Pro conducted extensive FEA tests to confirm the designs. The stainless-steel gaskets also receive a blue coating to help enhance sealing.

“It’s really a dynamic piece,” adds Rotunno.

http://www.youtube.com/watch?v=iA1XEarYZBk

Fel-Pro also showed off a new line of intake manifold gaskets under the PermaDryPlus brand. While many OEM intake gaskets have a plastic carrier, the Fel-Pro models feature an aluminized steel carrier with proprietary rubber sealing compounds that can withstand all types of coolants.

In designing the PermaDryPlus gaskets, Fel-Pro engineers disassembled numerous junkyard motors to locate trouble spots.

“We have multiple sealing beads around the intake ports,” says Rotunno. 

Other features of the PermaDryPlus gaskets include locating tabs to assure proper positioning and self-centering torque limiters.

PermaDryPlus intake gaskets are available for a wide range of applications.

“It’s for the builder with a finely tuned engine,” notes Comp’s James Fry. “They’ve got the best cylinder heads and taken care of all the details. Now they want to get that last bit of horsepower.”

Note how the inboard runners are shorter than the outboard.

The 4-Pattern cam is based on the concept of equalizing airflow on a V8 engine equipped with a 4-barrel or single-throttle-body intake manifold that has unequal-length runners. Typically, the runners serving the four outboard cylinders are about 10 percent longer than the runners serving the inboard cylinders. 

Drawing from years of NASCAR experience, the 4-Pattern cam has four different lobe patterns, with separate intake and exhaust profiles for the inboard and outboard cylinders.

“You’ll get a broader power curve with the 4-Pattern,” says Fry. “The engine should be easier to jet with more equal distribution across the board.”

4-Pattern cams are available for the small-block Chevy and Ford and big-block Chevys. Applications include drag racing, road racing and circle track as well as street performance. The 4-Pattern technology is not intended for engines with tunnel-ram or box-style intake manifolds that don’t have unequal-length runners. It will work on both single and dual-plane 4-barrel intakes.

The 4-Pattern cams are CNC-ground from steel billets and come with a cast-iron distributor gear.

Fragola's extended length oil pressure feed adapter is just what the doctor ordered for SBC engines.

Fragola Performance Systems is known for being detail oriented. Providing racers and high performance enthusiasts with high quality fittings, Fragola routinely finds themselves engineering a specific use fitting for special applications. At this year’s PRI trade show in Orlando, Fragola’s Jeff Stacey highlighted a couple of the specific use fittings.

Anyone that has worked with the Gen I SBC is familiar with the oil pressure switch feed and brass fitting that is supplied with the stock engine. While this short fitting works for stock applications, high performance engine builders find the stock brass fitting too soft, too short and too wide to use with high performance intake manifolds. Fragola’s extended oil pressure feed adapter fixes those issues and maintains a low enough profile that won’t interfere with the distributor or technicians making distributor adjustments.

The end that threads into the block is manufactured with pipe threads, which are common to stock GM gen I SBC blocks. The opposite end is threaded with Fragola’s precision AN threads. This special use fitting is what should have been installed at the factory from the start and is just what the motor doctor (MD) ordered.

The stock location for the SBC oil pressure feed line makes the stock brass adapter useless with high performance upgrades like intake manifolds. Fragola's extended adapter allows for clearance and proper tightening of the adapter, even when the manifold is installed.

In addition to a full line of special use carburetor, power steering and fuel injection adapters, Fragola also offers a line of billet flare to flare Y-fittings. When it comes time to route fuel systems with bypasses or plumb cooling systems into your race car, these special use fittings make life easier and minimize the possibility of leaks.

Fragola’s Y-fittings range from AN-4 to AN -10 and are available in red, blue and black anodized finish.  

For more information on Fragola Performance Systems’ line of special application fittings, visit them online at fragolaperformancesystems.com 

Fragola's special application AN male-to-male billet Y-block can make plumbing easier while eliminating the need for multiple fittings.

Crane Cams race billet distributor was a highlight in the company's PRI booth this year.

Proving that they are much more than simply one of the oldest and one of the most respected valve train companies in the industry, Crane Cams prominently highlighted their ignition systems at this year’s PRI trade show. 

According to Crane’s Terry Johnson, the venerable valve train company offering an entire line of ignition products is not the only eye-opening factoid in this scenario. “We take it to another level,” says Johnson. 

“All of our ignition components are hand-built by specifically trained technicians,” he explains. “Because of this specialization, a technician is not expected to be decent at assembling mechanical and electrical. Our technicians are expert professionals in their particular tasks.”

As a result of Crane’s focus on employee specialization, “Our ignition components are extremely dependable. There’s no shimming or welding, the timing is extremely stable and you don’t get that three or four degrees of fluctuation in the timing light like other ignition systems,” Johnson declares.

In addition to the precision of the ignition spark timing, Johnson says, “The ignition components are ultra-durable which lowers the maintenance time a race team has to spend on the ignition. A great percentage of the time, racers installing our ignition products see a horsepower gain.”  

Crane Cams’ range of ignition products goes from HEI digital ignition modules to full digital cd ignition boxes. Most Crane Cams ignition products are “plug-n-go” with universal wiring harness. “Our ignition products are compatible with everything else on the market,” says Johnson, which means that a car owner can upgrade one piece at a time and still have full use of the vehicle. If you want a complete kit to do a full ignition swap, Crane has you covered there as well.

Crane Cams’ ignition products were represented in many National series champion car this year. From IMCA to ASA and ARCA, Crane Cams lights the fire for race winning engines.

For more information on Crane Cams’ line of ignition or valve train products, visit them at www.cranecams.com 

One of the newest players in the high performance enthusiast and racing market is window manufacturer Optic Armor Performance Windows, although the faces behind the scenes are anything but new to the industry. Optic Armor has spent the last year getting their new brand off the ground, and here at PRI, they’re out to prove just how good their product is.

Although difficult to photograph, you can see the scratches left behind on your more standard lexan material from the steel wool in this display at the Optic Armor booth.

Optic Armor boasts a growing catalog of windows designed for street cars and racing vehicles that can also be catered to custom applications, featuring some impressive optical clarity, chemical and scratch resistance inside and out, significant weight loss compared to factory glass, and strength light years ahead of OEM windows. It all adds up to a product that’s virtually bulletproof, and a perfect match with the racing industry.

To achieve this ultra-strong product, Optic Armor applies a hard coat to the raw polycarbonate sheet, which is part of a proprietary (and top secret) forming process. The durability of the Optic Armor process was being put to the test in their booth, with a piece of steel wool wrapped around a moving windshield wiper, showing the difference between the Optic Armor product on one side and typical lexan on the other. The Optic Armor side was complete scratch-free.

Here at PRI, Optic Armor has a sample of their drop-in blackout windows designed for the 2010 and later Chevrolet Camaro, which is just one of the many current direct-replacement offerings. Other applications include 1993-2002 Camaros, 79 and later Ford Mustangs, C4-C6 Corvettes, 2008 and later dodge Challengers, later model Porsches, and Dodge Vipers. The company has several other makes and models in the pipeline, and along with their made-to-fit windows, also sells sheets of material that are suited well to street rods, race cars, and other uses.

For more information on Optic Armor Performance Windows, log on to opticarmorwindows.com.

Critical fasteners such a main, head or rod bolt should always be lubricated when installed. A lubricant reduces the impact that friction has on the torque reading and the fastener’s ability to reach the required preload — especially in the first few tightening cycles. More specifically, a lubricant can reduce tension preload scatter, or the preload growth that a new fastener undergoes between the first and 10th cycles of fastening. Preload scatter usually doesn’t affect a fastener after the 10th cycle because the friction impact levels out and becomes repetitious for the remaining cycles. Different types of lubricants affect preload scatter. Measuring fastener stretch is the best way to confirm required preload, but that’s not always possible.

ARP tested different lubricants on a sophisticated torque-tension machine to develop a formula that minimizes preload scatter.

“There are times when you can’t use a stretch gauge, like in a diesel engine with offset rod caps,” explains ARP’s Chris Raschke. “Now the lubricant you use totally comes into play.”

ARP built a sophisticated torque-tension apparatus that provides consistent and repeatable tightening routines to evaluate different lubricants, such as engine oil or moly. ARP engineers then crunched all the data and contacted a lubricant supplier.

“We gave them the criteria for what we needed and they developed the formula,” says Raschke.

Ultra-Torque can give the engine builder between 95 and 100 percent of all ARP’s recommended installation preloads on the first pull without cycling the fasteners. It’s also designed to maintain within five percent of the installation preload on all remaining cycles, thereby ensuring consistent and repeatable housing and cylinder dimensions.

Other features of Ultra-Torque include 360-degree melting point, prevents rust and corrosion and prevents galling and seizing.

In an application where a fastener hole invades a water jacket, ARP recommends using its Thread Sealer on the threads to prevent leackage and Ultra Torque under the bolt or nut (with studs) shoulders to reduce friction.

For a lot of people, going around a corner fast is just as fun as going down a dragstrip. The inherent problem with solid axle vehicles under braking is pad knock back. “I don’t care who’s axle it is, if it’s ours or the competition, an axle is going to flex when put under stress on a street car, they are designed that way,” said Jeff Anderson of Moser Engineering.

Continuing Anderson said, “If you have an extremely rigid axle like found in a drag car in a street car, they will break because they cannot flex. Unfortunately with this needed axle flex comes pad knock back, which can lead to a bad brake pedal feel and even brake failure.” The concept of knock back is pretty simple. When you aren’t pressing on your brakes, there is a small amount of distance from the brake pads and the rotor face. When an axle flexes, the rotor in turn pushes back against the pad, pushing the caliper’s piston(s) back into the bore. This means the next time you apply the brakes, it’s going to take more effort (and fluid) to push the pad back against the rotor.

A floating hub design separates the hub from the braking system and solid mounts the brake to the axle housing. A hub, that looks similar on the front of a car, captures the axle and wheel assembly. This allows the axle to pass through the center of the brake assembly and will not interfere during deflection. “We have been making floater assemblies for dirt track racing and we are now transferring that technology to the street,” said Anderson.

Currently offered for SSBC and Wilwood brakes, the big brake version will work with 18-inch wheels while Moser also offers a system designed for smaller wheels. The system does require custom axles and rearend housing modifications, or Moser can offer a brand new rearend designed specifically for their floater kit.

Fox Body Rear Suspension

While this product is so new there isn’t much information on it, what we can tell you is Moser has spent two years testing their new Fox body Mustang rear suspension package. Moser wanted to one-up the competition by creating a rear suspension combination that will work well with their Muscle Pak kit along with factory rearends. Keep an eye out for an upcoming feature on this rear suspension.

Along with a host of other great new products, MSD Performance unveiled their new DynaForce alternators and starters at the PRI Show, bringing to the table a full-featured lineup of new units designed for the street or the track in several color themes for your specific needs.

The DynaForce alternator line has been developed in both a street and race package. The high output “street” package comes in either a 120 or 160 amp version, featuring a designed that maximizes output beginning at idle and progressing through the high RPM’s, full baffle protection for safety, an easy-to-install side post, one-wire installation for 12 or 16 volt systems, and electronically balanced stator and dual plane rotor for high RPM reliability. MSD is offering these alternators in four flavors — chrome, natural, black, and satin — giving you some freedom in how your engine and accessories look.

The “race” alternators are engineered to deliver in extreme racing conditions, easily identifiable by their wrinkled red finish and one-wire installation. The 50 amp model is based on a common “Denso” housing, and accepts many aftermarket bracket assemblies for compatibility with many different applications. The 100 amp model, in addition to race-ready 12 and 16 volt charging system, sports an easy-to-adjust regulator inside that allows you to set it for your application — be it 12 or 16 volts. The mounting points are common to aftermarket GM brackets.

MSD’s DynaForce starters are designed to crank “the highest compression engine on a hot day in Death Valley,” according to their product release. A 3.4 horsepower motor spins the reduction gears with 4.4:1 ratio, delivering some really impressive torque capable of spinning an 18:1 compression motor. The DynaForce starters features a billet aluminum mount that’s easily clockable, a downsized design to assist in clearance issues, and a ball bearing supported armature and pinion gear.

The DynaForce starters are available for all of the common engines models and flywheel tooth combinations, including Ford, Chevy, Pontiac, Chrysler, Jeep, and AMC.

A Dynaforce High Speed starter is also offered, designed for race engines with magnetos that require more demanding cranking speed. These starters exhibit 25% more speed than the standard DynaForce starter, thanks to their 3.73:1 gear reduction, ensuring they’ll start even the toughest of engines and with great reliability and durability.

For more information on MSD Performance, log on to msdignition.com.

Last year, Bell started offering paint jobs that appeared like a driver had received a custom paint scheme thrown on his helmet, “We wanted to give people the option of the custom look, without having the expense of having it custom painted,” explained Kyle Keitzsmann of Bell Racing.

At PRI 2012 Kietzsmann went on to show us their intimidating looking Vador model that was new last year, but now offered with the new Predator paint scheme shown above.

Bell Racing also debuted their brand new 500-TX for their classic line that is a throwback open face design for vintage racers.

Vador features:

• Lightweight composite shell with a comfortable interior fit.
• Rear facing vents to prevent dust and dirt from entering the helmet.
• A 289 SRV (3MM) shield with thumb tab on the drivers left side to allow for easy shield operation.
• SRV-1 visor system and new rubber eyeport gasket for improved visor seal.
• Each helmet comes with a clear shield and Bell visor strip as standard equipment.

The Vador also features Bell’s redesigned face piece with recessed areas that allow for seamless radio integration and easy installation. Racers can also customize the fit of the Vador by using Bell’s Cheek Pad Inserts in 5mm, 10mm, 15mm and 20mm sizes to tighten the fit in the cheek area. Besides the new Predator design, the helmet is also available in white and rubberized Matte Black finish – the rubberized surface is more resistant to finger prints and smudges than traditional flat finishes.

For more information on Bell Racing’s complete helmet line, visit their home on the web at BellRacing.com

FK Rod Ends' RERS series rod end boots.

Not all rod ends are created equal but all rod ends are exposed to the same elements. Especially in racing where water, dirt and grit can do harm to the bearing surface. FK Rod Ends has the ultimate solution to protect and extend the life of rod end bearings: an encapsulating rubber boot.

FK Rod Ends’ RERS series boots are designed to protect the rod end from contaminates like dirt, sand and water.

Over the course of a racing season, racers spend hours in prep time, cleaning and lubricating rod end bearings. FK Rod Ends’ encapsulated rubber boots completely enclose the head portion of the rod end and are held in place by the rod ends’ mounting bolt. Providing a barrier type protection against all forms of contamination yet easy enough to remove for periodic inspection.

Routine inspection of the rod end is limited to regularly inspecting the boot for any tears or openings that would allow dirt, water or other contaminates into the rod end.

FK Rod Ends RERS series boots are available for inch or metric size rod ends.

FK Rod Ends sells the boots in standard packages of six boots. They are offered in various inch sizes and metric sizes to cover rod ends from 3/16ths-inch to 1 1/4-inch in both male and female inch-sized rod ends. Metric sizes range from 6mm to 35mm in male and female rod ends.

For more information on FK Rod Ends RERS series boots, visit them online at www.fkrodends.com 

Many of the greatest achievements in auto racing history have been a byproduct of like-minded men that have combined their skills, abilities, and assets into a singular effort destined for greatness. Some had the smarts to run the business side while the other had a knack behind the wheel; others combined technical prowess with an engine with a figure boasting an uncanny ability as a fabricator. And the list goes on.

Business partners Bryan Metzenheim and Mikey Rees, of Metz Performance, would humbly excuse themselves from talks of greatness before turning a wheel on the racetrack, but their combined efforts have produced a race car that is nothing short of a rolling work of art, and if the professional approach they’ve displayed in their craftsmanship is any indication, success is sure to follow.

By the time you read this, Rees and Metzenheim will have already put the first testing hits on their 1992 Chevrolet Camaro that’s a product of the Metz Performance chassis shop, pairing an engine owned by Metzenheim with a chassis built largely by Rees for a crack at the NMCA Super Street 10.5W and MDRA wars next season. The Rees-driven Camaro has seen its share of track-time before, but with a much different configuration resting between the frame rails.

Metzenheim and Rees began construction of this beautiful and well-crafted machine in December of 2008 to campaign in the Nostalgia Pro Street category, outfitted with a 515-inch, nitrous-fed bullet from C&S Performance with a Sonny’s intake, Big Stuff 3 fuel injection, and other go-fast goodies. But fast forward four years to the month, and the picture under the hood has a new look.

Gone is the nitrous oxide system and the necessary hood scoop, replaced by a hefty and powerful F3-136 ProCharger supercharger, feeding boost to the same powerplant, albeit now de-stroked to 477-inches. The alcohol-injected mill features a Chuck Newton 4.840″ bore block paired with Sonny’s 14.5 degree heads, Bill Miller rods, Diamond Pistons, a Jesel valvetrain setup, and a Metz-built intake to create some serious horsepower capable of propelling the car into the six-second zone at more than 200 MPH on 10.5W tires. A Moroso oil pan, Auto Verdi pump, and Peterson Fluid Systems reservoir comprise the dry sump oiling system.

The supercharger tubing, as well as the headers, were also fabricated by Metzenheim and Rees.

Fueling this potent “little” motor is courtesy of the aforementioned Big Stuff 3 system, with 550 lb. Precision and 225 lb. Siemens injectors handling the delivery chores through a Waterman mechanical pump.

Also prominently on display on the Metz machine is ProCharger’s new F-3 RaceDrive, an integrated gear drive system unveiled by the Kansas-based manufacturer earlier this year. Rees and company will be one of the first to put the new unit through its paces in an on-track situation.

A five-speed Liberty transmission, paired with a RAM clutch and a Trick Titanium bell housing provide the power to the Mickey Thompson tires-wrapped Weld Racing Wheels, via a PSD carbon fiber driveshaft to a Metz-built rear end housing.

While the powerplant is certainly highlight-worthy by anyone standards, its the race car itself that’s built almost entirely by Rees and Metzenheim, with components created in-house, that truly makes this ride shine.

Outside, this third-gen sports a carbon fiber nose, doors, decklid, and wing to keep the weight to a minimum. The eye-catching, custom color paint is the work of Ryan Hybicki at Authentic Automotive. The carbon fiber theme carries over to the interior, with a full carbon interior that’s clean enough to eat meals off of. The wiring has been meticulously organized and hidden to create one of the cleanest-looking doorslammer interiors you’ll find anywhere, with the Racepak UDX digital dash and V500 data recorder just a couple of the few essential items comprising the very minimalist look. But it’s the little details, like the custom trim work added to the doorframe and B-pillar that really make this Camaro scream of craftsmanship and the utmost of professionalism in execution.

Underneath, you’ll find Strange Engineering struts and a custom limiter on the business end on the car, with a four-link suspension in the rear with a set of “off-the-shelf” Koni shocks. All told, the car tips the scales at just 2,750 pounds with Rees in the seat, creating what’s sure to be a potent combination in the NMCA ranks next season.

VP Racing Fuels, Mickey Thompson, and ProCharger are all supporters of Metzenheim and Rees’ racing efforts that help to make their project reality.

At PRI 2012, Hughes Performance debuted their brand new extreme version of their popular TH400 transmissions. “we came out with our lock up powerglide a couple of years ago, and now we’ve adapted the technology to our 400.” explained Pete Nichols of Hughes Performance. ” It has a much bigger input shaft and is designed for extreme horsepower use like 3,000 plus.”

Nichols explained to us that while this transmission is designed for heads-up Pro-mods, outlaw radials, and outlaw 10.5 style classes, it would absolutely work in lower horsepower drag applications that were looking for a durable lock-up transmission.

Features:

• 1.250 diameter 29 spline input shaft, uses same lock-up torque converter as XP5 Powerglide.
• Custom Front Pump with billet aluminum pump body.
• Billet steel bolt-in stator support.
• Billet steel forward drum.
• Billet steel forward clutch hub.
• Pro Mod 36-element intermediate sprag.
• Billet steel intermediate shaft.
• Cast iron direct drum, optional billet steel direct drum available.
• Pro Series fluid release transbrake valve body with reverse shift pattern.
• 2 speed option available with forward shift pattern. 

Nichols also showed us how Hughes have updated their converter design with a new billet aluminum cover that takes weight out of the torque converter.

The new bolt-on torque converter features a Billet aluminum cover that reduces the entire weight of the converter

For more information on all of Hughes Performance products visit their home on the web at HughesPerformance.com

These rotating assembles include a vast array of options, beginning with pistons in several different measurements. These Platinum Series pistons come in lightweight versions for 3.622″, 4.000″, and 4.100″ stroke varieties in flat top and dish sizes ranging from 4cc up to 31cc. Bore sizes range from 3.905″ to 4.130″, depending on the piston. The pistons feature a 2618 alloy construction with an offset wrist pin design, moly coated skirts, and exacting ring groove squareness to the cylinder wall that provides for the maximum of horsepower.

Manley also offers LS rods in I-beam, H-beam, Pro Series I-beam, and H-Lite flavors from forged 4340 material. The higher end Pro Series piece combines the appropriate weight and rugged strength for high horsepower applications. Each of the rods is shot peened and magnafluxed after machining.

On the crankshaft end of things, Manley has offerings of 4.000″ and 4.100″ strokes in both a standard and lightweight version. Made from a 4340 forging, the Pro Series cranks come from a multi-step heat treat process for added strength, with large, micro-polished rod journals, gun-drilled mains and lightened journals to reduce weight, fully profiles counterweights, and the option of a 24 or 58 tooth reluctor wheel.

To learn more about Manley Performance and their complete line of rotating assemblies and components, log on to manleyperformance.com.

In the bracket racing world, there are simply no makes and models of vehicle more common than the first generation Chevrolet Camaro and the early model Nova. Despite all of the other options out there, they still make the greatest of entry level race cars. For that very reason, there are more parts on the market to bring these classic performance machines to modern day racing standards than we could ever list.

S&W Race Cars, one of the premier chassis shops and component manufacturers in drag racing, has rolled out this brand new direct-fit, bolt-in front frame and suspension package here in Orlando that makes turning that OEM front half or worn-out racing setup into a killer racing machine a snap.

The direct-fit kit bolts into any 1967-69 Camaro or 1968-74 Nova, and is intended for the “dot-it-yourselfer” who wants the performance of a weld-on front frame without the challenge of doing so. The kit features the body mounts, radiator support mounts, big and small block Chevy front motor plate mounts, OEM motor mounts, a transmission crossmember for a Powerglide, Turbo 350, or Turbo 400, tubular A-arms, Mustang II spindles, Mustang II rack and pinion mounts, coil over shocks, and  2″ x 3″ x 0.120″ wall frame rails.

The complete kit minus the motor plates is available for a price of $3,495, making this a rather affordable route to get that road-going or race Camaro or Nova up and rolling in race trim with less weight, added rigidity, and all of the great benefits of a weld-on front end.

For more information on S&W Race Cars, log on to swracecars.com.

For decades, the four-link style rear suspension system has been to the ultimate configuration for hardcore drag racing applications, providing the utmost in performance, safety, and adjustability. While the premise has remained largely the same, famed chassis builders to average Joe’s with some tubing and a welder have tried every little trick in the book and many that aren’t to find a better way to build the age-old four-link. Some of those concepts have worked, and many have not.

One of those ideas that has worked is the X-Link locator, an advancement of the common wishbone that so many race cars out there utilize that R2B2 Race Cars foreman Jim Geese developed and sells under the Roger Burgess led brand entity today.

“Believe it or not, I actually drew up the concept for the X-Link on a napkin back in 1995,” says Geese. “Wishbone cars still have some play in the rear suspension, but the X-Link spreads the load to all four corners equally with equal pressures at each point. Anybody that’s driven a wishbone car and then driven one of our cars with the X-Link has told us that it feels so much better.”

The X-Link, like the wishbone, works to keep the rear end housing from playing side to side, by acting as a brace from the rear end housing to the chassis. At the center of this unique locator is a slip-fit tube that allows it to work up and down as the suspension travels without binding things up. With the X-Link installed, there’s just 3/8-inch movement in the rear suspension from when its on the ground to when its placed on the lift.

“The X-Link makes the rear suspension work a lot more like a motorcycle or a dirtbike, where the suspension travels up and down as its intended, but not side to side,” adds Geese.

The X-Link is utilized on R2B2 Racing’s Pro Modified entries and similar cars that have rolled out of their Georgia shop, and it can also be had on any of their chassis offerings that range from lightweight Pro Extreme cars to Top Sportsman and bracket doorslammers. For more information, log on to r2b2racecars.com.

Chris Alston’s Chassisworks, a mainstay in the street and racing world with their broad spectrum of innovative components, launched their new supercharger gear drive system, known as the Component Drive System (CDS) this year to overwhelmingly positive reviews. The CDS, as it was designed, is not just a gear drive unit for the supercharger to reduce wear and tear on the crankshaft, but an entire ecosystem of optional accessory drives that function as well as they operate.

At the SEMA Show in Las Vegas last month, we took a look at the CDS system in Chassisworks’ display, providing our readers a glance at this impressive unit that truly is a better “mouse trap.” Since that time, we’ve also worked hands-on with the CDS accessory drive, having installed one on our 275 Drag Radial project car known as Project BlownZ.

Chassisworks' new accessory drives include those for the warer pump, steering pump, distributor, and a new enclosed alternator drive (not shown). These are in addition to the current crop of single/dual fuel pump drives and exposed alternator drive.

The Chassisworks team has continued working to develop new and accessory drives that operate off of the gear drive unit, and a handful of those are on display here at the PRI Show on the company’s first-gen Camaro display vehicle. Among these latest additions to the CDS accessory lineup are the distributor, water pump, a power steering pump drive, and an upcoming fully enclosed alternator drive that will accompany the more affordable exposed drive that’s currently available.

Each of these accessory drives is made of billet aluminum, and are fully compatible with the CDS single gear drive units, which have been designed to fit with many makes and models of engine combinations, including Ford, GM, Chrysler, Pontiac, and others.

For more information on Chris Alston’s Chassisworks and the Competition Drive System, log on cachassisworks.com.

Peterson Fluid Systems, among the leaders in wet and dry sump race oiling technology, has a new Remote Filter Mount on display here at PRI, featuring an easy-to-use Engine Oil Primer that allows you to use a standard drill to prime the engine before firing.

The system uses Peterson’s unique R4 rotor design, allowing this small pump to provide 20 psi of oil pressure in just 10 seconds, ensuring all of your bearing surfaces are oiled before rolling the motor over to help reduce engine wear and tear. Once the engine is running, the Primer seals off to prevent the backflow of oil.

Peterson is offering the Remote Filter Mount as either a firewall or tube mount, with a tube clamp that allows racers to mount the setup on the chassis of the car. The unit is adjustable in measures of 22.5 degrees, depending on how you want to clock it.

The unit features a billet aluminum construction and AN port fittings, in addition to the mounting options. Said Peterson’s Michael Morton, “This piece just has so much efficiency in how it operates.” That efficiency is no more evident in the ease of which the primer turns, as you can simply crank it over with your fingers with hardly any effort.

For more information on Peterson Fluid Systems and their line of oiling components, log on to petersonfluidsys.com.

The Brodix DS225 is an out-of-the-box 23-degree head for small-block Chevys that flows over 300 cfm.

The new Brodix DS225 cylinder head is the type of affordable bolt-on upgrade for small-block Chevys that meets the performance needs of most street enthusiasts and weekend warriors.

“This is an out-of-the-box, 23-degree head,” says Jeff Brotherton. “It comes with CNC-ported chambers and ‘as cast’ 225cc intake ports. It’s one step away from our Track 1 head. It’s very affordable.”

The Brodix BM1000 intake manifold is designed for 23-degree heads.

The DS225, which stands for Dragon Slayer, features 2.080-inch intake and 1.600-inch exhaust valves. It will flow more than 300cfm at .600-inch lift and is compatible with standard rocker arms and other head components. It also comes with a full-face exhaust and is available in either 68cc or 64cc combustion chamber. Fully assembled models with different valve-spring seat pressures can be ordered.

The DS225 matches up nicely with the new Brodix BM1000 single-plane intake manifold. This manifold also works with Brodix -8, -10, -11, -11x and Track 1 heads. It supports carburetors with a 4150 footprint and is designed for drag racing and oval-track racers who run in the 4,000 to 8,000 rpm range. There are provisions for nitrous jets and water lines.

Also new for Brodix is the fully CNC-machined SR 20 Chevy big-block 20-degree head

“This is for racers with class rules where they can’t run 12- or 18-degree head,” explains Brotherton. “It’s a newer casting. It’s lighter and has more contours.”

Standard features include a 440cc intake port raised .500 inch and 2.400-inch intake valve. It’s rated to flow 507 cfm. The exhaust port flows 335 cfm behind a 1.800-inch valve. Combustion chamber is 95cc.

“This head requires 20-degree pistons and valve covers, studs, shaft rockers and intake manifold designed specifically for it,” stresses Brotherton.

The SR 20 head is also available fully assembled.

The Brodix SR20 is a 20-degree head for big-block Chevys that flows over 500 cfm.

Standalones have become increasingly popular over the last decade as people continue to push the boundaries of their factory PCMs. One domestic based company that’s been evolving their standalones for a long time is AEM Electronics. Last year they debuted their newest Infinity standalone, but believe it or not, there was a demand for a less frills unit.

“Everything is exactly the same except the amount of injector drivers,” said Kirk Miller of AEM Electronics. This means this smaller unit not only fits in tighter spots inside the car, it can also save you a few hundred bucks as well. The Infinity is extremely versatile. It can utilize a closed loop compensation table in air fuel ratio points that can than trigger fail safes inside the PCM to reduce the possibility of engine failure, control up to four channels of variable valve timing, and supports a host of dash displays. The smaller unit will control up to 8 cylinders.

Some of the options

• Fuel control resolution to 1/10th of a microsecond (.0000001 sec)
• Multi-fuel capable
• Open-loop fuel pressure compensation
• Individual cylinder ignition and fuel trim
• Real-time sensor diagnostics
• Electronic boost control
• Programmable traction control
• 2-step programmable launch control
• Drive-by-wire control

In Tank Fuel Pump

Also new for AEM Electronics is their new high flow in tank fuel pump. This little guy will flow up to 320 lph at 43 psi while being whisper quiet in the tank. It’s universal nature makes installation a snap.

• Designed for high output naturally aspirated and forced induction EFI vehicles
• In-Tank design
• Tested to flow 320 lph @ 43 PSI
• 39mm diameter fits most applications
• Offset inlet design eases installation
• Each pump individually tested
• For gasoline vehicles (pump life may be diminished when used with E85 fuel)
• Kit includes fuel pump, rubber sleeve and end caps, pre filter, hose, clamps and flying lead

ATI’s SuperCase has all sorts of tricks beneath the cast aluminum shell, including some rather trick machining in the valve body with improved fluid pathways that assures great performance on the track. The case has a removable bell housing that bolts directly to the case, and accepts Powerglide or Turbo 400 internal components.

While the SuperCase itself has already garnered plenty of press, it’s the rest of the package — or “coming soon” package — that’s getting the attention here at PRI.

ATI launched their Outlaw Lock Up converter two years ago at PRI, and since that time, sponsored driver Chris Rini plus a host of other racers have hammered the record books with the new converter in their cars. It only seemed fitting that ATI would pair the converter and the Turbo 400 case in a package fit for killer performance. They also eliminated nine pounds from the weight of the Lock Up converter with the addition of a billet aluminum back cover, serving to add even more performance to an already potent setup.

ATI will soon launch their T400 Super Outlaw and Super Outlaw Lock Up transmission packages, delivering the race proven technology of the Outlaw Lock Up converter in a complete package with either a two or three speed T-400 transmission.

The packages will include of course the ATI T400 SuperCase with a choice of an AFI 30.1 or 6.3 can, the aforementioned two or three speed option (the Lock Up is available in all three gears), the fast releasing Wicked Quick billet aluminum valve body, a 27-spline, 1.187 input shaft with GM or Ford stator tubes, an oversized Vaco intermediate shaft, the new all-aluminum Super 400 pump, and 2.48 or or 2.10 low gears with options to accommodate customer-supplied ratios. Other features include a lightweight Moroso sheet metal pan with ATI’s skid plate, aluminum lightweight center support, and optional aluminum or steel Direct and Forward drums.

“We think the Lock Up is going to be big,” says ATI’s JC Beattie Jr. “This whole deal with the Turbo 400 case has just been awesome for us.” Just two weeks ago, Mike Murillo rolled to a 6.35 in his Outlaw 10.5 Mustang with a new ATI SuperCase in the car, providing some indication of just how stout these transmissions are going to be. With the addition of the Lock Up converter, the record books had better be on high alert next year.

For more information on ATI Performance Products and their Turbo 400 SuperCase and Lock Up torque converter, log on to atiracing.com.

HANS professional series

When visiting Simpson Racing Products at PRI 2012, Debbie Bishop was extremely excited to share some very big news to us, “the biggest news for Simpson this year is the acquisition of HANS Performance Products. This expands Simpson racing safety products to include the prestigious HANS device head & neck restraint systems.”

HANS Performance Products, formed in 1991 by five-time IMSA driving champion Downing and Dr. Robert Hubbard, will be operated in Atlanta as a separate division of Simpson Performance Products. Downing and Dr. Hubbard, inventor of the HANS Device, will continue to provide engineering experience and support to Simpson and its HANS division.

HANS adjustable series

Simpson’s HANS line currently consists of the HANS professional series, which is handmade with modulus carbon fiber, weighing in around 1-pound. The HANS sport series and the HANS adjustable series. 

“The adjustable HANS features 5-different adjustments in 5-degree increments. This is a range of 10 to 40 degrees to fit all cars and seat designs for the ultimate in driver comfort,” says Bishop.

“We always felt that the HANS was a good product and we’re happy to have the HANS Device under the Simpson umbrella of racing safety products,” Bishop added.

HANS sport series

Features of the HANS adjustable:

• Adjustable angle from 10 to 40 degrees fits all types of cars and seats.
• Easy to adjust in 5 degree increments, providing more comfort.
• Choice of medium or large collar width fits 90% of all drivers.

Displaying their fresh from the design table throttle stop system, Auto Meter‘s stepper throttle stop is designed for the bracket and index racers that want the next generation of drag race launch and throttle stop technology. 

“It’s really the biggest unfair advantage out there,” says Auto Meter’s Joseph Mills. “We worked on this project a long time to get it absolutely perfect.”

Carrying the Dedenbear name, Auto Meter’s throttle stop kit is designated the Dedenbear STS system.

The throttle system base plate is available in the TS1 with electric solenoid for Holley and Demon carburetors or the TS6 disc throttle stops for Holley Dominators and King Demon carbs.

The delay boxes and controllers driven through the command center allows for two separate 4-stage timers, adjustable to the thousandths of a second for controlling throttle stops, nitrous oxide, timed shifts or retards. A separate “starting line control” with an adjustable release time is added to bring your throttle up just before launch.

“It’s NHRA legal, has the consistency of an electric throttle stop with the adjustability of an air stop,” says Mills.

In addition to the 8-stage movement, the throttle can be stopped at any programmable position, not just fully opened or fully closed. 

“The biggest deal with this new system is the unmatched repeatability by digital control of the timing, position and rate,” Mills added, “Which is perfect for throttle stop classes.”

There was a time not long ago that filming footage from on, inside, or underneath a race car would have involved a hefty amount of 200 MPH duct tape and a camcorder, but as technology does, those old school ways of filming got really small and surprisingly cheap in the form of pocket-sized cameras one could fasten or suction to the race car.

This newfangled technology initially served as a form of entertainment, allowing racers to share videos from aboard their race cars on the web for their friends and the world to see. But smart racers, realizing that any and all forms of data is immeasurably valuable, saw a use for the footage these small and affordable cameras could capture. Soon, racers were reviewing their runs on film, and even syncing the video to their on board telemetry to visibly “see” what was going on during a run. The problem was, there was no simple means of performing the sync.

The Racepak camera trigger cable uses a V-Net interface connector, which can be connected to the data recorder like any other sensor.

Racepak, a name virtually synonymous with data recording and telemetry in the motorsports world, sought to alleviate this problem. So here at PRI, the fruits of their labor are on display with this simple yet highly valuable connection that allows racers to sync multiple onboard GoPro or Replay cameras to their Racepak data recorders, thus delivering a perfectly synced video from the time the recorder is turned on until the time its turned off.

When the recorder is turned on, be it in the staging lanes, before the burnout, or prior to staging, the camera(s) will be triggered on, automatically lining up the footage timeline with that of the data seen on the computer after the run.

The wire that Racepak has produced plugs into the GoPro or Replay camera, while the other end is connected to the data recorder using Racepak’s V-Net interface cable. Like any other sensor on the car, multiple cameras can be connected through the network of V-Net cables, whether you’re mounting one on the roof, pointed at the driver, forward of the rear suspension, or any other location.

While this connection may seem like a rather simple undertaking, Racepak’s Tim Anderson shared with us that it was anything but. “This was actually a really complicated product to design, because there are a lot of intricate wires involved to make it function between the camera and the data recorder.”

For more information on Racepak, visit them on the web at racepak.com.

Undisputed as the best all around performing Camaro in history is the 2012 ZL1. It gloats with exceptional handling, stout acceleration, and great looks.  To help compliment those looks under the hood while providing copious amounts of power is K&N’s new carbon fiber cold air intake kit.

“The ZL1 comes with carbon fiber accents already and we wanted to compliment that by introducing a new air intake in all carbon fiber,” said Bert Heck of K&N. It’s is a very involved process when it comes to making a carbon fiber intake. The “wet” carbon fiber is hand molded around a mold, placed in a vacuum bag and then that mold is removed from the inside of the intake tube once the carbon fiber has cured. This ensures that the intake is truly made from 100% carbon fiber. Even the heat shield is made from carbon fiber.

To back up the good looks are great power gains – 32 rwhp and 40 lb/ft of torque…that’s at the wheels folks. “We increased the size of the mass air flow (MAF) housing as large as we could with the stock Camaro calibration,” explained Heck. “That means you get an air intake that bolts on easily and doesn’t require any tuning.”

Custom filters and Racing Components

Another successful venture for K&N has been their custom filters and hood scoops. The scoops, which are also made from carbon fiber, are designed from everything from Pro Stock to Comp Eliminator dragsters. Also pictured is their latest design – a cold air enclosure designed for carburetor filters. Also, if you cannot find a filter application that fits your needs, K&N can build virtually any custom filter configuration possible.

Do we ever think this ultra-rare COPO will see the dragstrip? We think not. It’s one of only two convertibles built and the only one painted Inferno Orange Metallic – the other being car number 68 (which has been set aside by Chevrolet and isn’t planned for public sale). Additionally it’s one of 20 cars built with the 327 engine and 4.0L supercharger. Lastly, it’s the only example built with a Turbo 400 three-speed automatic transmission.

 “The COPO Camaro program has been a special program  and there’s not a better way to close out the 2012 racing season than with the final – and most unique – one of the 2012 production run,” said Jim Campbell, GM U.S. vice president of Performance Vehicles and Motorsports. “Chevrolet is proud to once again partner with the American Heart Association at Barrett-Jackson for the sale of this COPO Camaro convertible. It will make a great race car or collector vehicle for a lucky bidder, who will be buying a piece of history.

“I am also happy to announce that due to strong customer demand we will produce another run of 69 COPO Camaros for 2013. More than 3,000 hand-raisers expressed interest in buying a COPO after we introduced the car last year. We are excited to support these grassroots motorsports enthusiasts in their Stock Eliminator and Super Stock drag racing efforts,” said Campbell.

If you don’t have the money for a COPO, Chevy Performance’s new build book will show you how to build a COPO, starting from a body in White Camaro. More than 130 color pages and hundreds of photos depict the build process at the specialty COPO Build Center, near Detroit.

All COPO Camaro production models were built by hand starting with hardware from the Oshawa assembly plant that manufactures regular-production Camaros, including the same body in white body shells (part number 19243374) racers can purchase from Chevrolet Performance, along with other COPO-specific parts, to build their own dedicated race car.

At PRI 2012, Moroso showed us how they have updated their famous DS2 brand of front drag race tire. Moroso has created the DS2 with an aircraft inspired tread and for the first time is now available in a 17-inch version.  

“We came out with a 17-inch version of our famous DS2, for the guys with new Camaros, Challengers, and Mustangs,” Explained Thor Schroeder. “Now they can go with a 17 inch drag tire and they won’t have to get rid of their factory braking system.”

By utilizing an aircraft inspired tread on the front drag radials, Schroeder explained to us that the during acceleration the tire’s crown becomes higher to increase speed. However during breaking the footprint broadens for improved contact to the surface of the road.

aircraft inspired tread help create high speed stability, while increasing the contact patch during braking.

Features:

• Unique aircraft-inspired tread.
• Offers significant weight reduction.
• minimizes rolling resistance and improves high speed stability.
• 4-ply tubeless construction, ozone-resistant compounds to combat sunlight and other environmental conditions.
• Tested to 300 MPH with an 800 lb load. 

Look for the updated DS2 in the begging of 2013 along with a multitude of new products from Moroso.

For many, Pertronix has become a one stop store for everything headers. Home to Doug’s Headers, Patriot Exhaust Products, and JBA Performance Exhaust, Pertronix has created an avenue for a consumer to find the exhaust that fits their budget. But what caught our eye at PRI 2012 wasn’t their extensive line of headers, but rather their redeveloped Stainless Steel Electric Exhaust Cutouts new for 2013 available through Doug’s Headers.

“By redeveloping our cutout not only were we were able to make them a lot smaller but we also shaved about $200 off the price,” explained Greg Raymond of Pertronix.

These new cut-outs feature a rugged gear reduction 12 volt DC motor and a rotating gate for a leak proof seal every time the cut-out is opened and closed. Unlike butterfly style cut-outs the Doug’s cut-outs don’t have the leaky gasket sound and when fully opened there is no exhaust flow obstructions.

Raymond explained to us that the key was in the new spring bearings,  “In the fully closed position these spring loaded bearings apply pressure against the plate which creates really what is the only leak free system on the market.”

The electric cutouts are available in 2.5 and 3 inch exhaust pipe, and are available in a kit, or you can purchase them individually.

Features

Spring bearings create a leak free system when fully closed

• 304 stainless steel construction
• High Torque 12 volt DC gear reduction motors
• Self adjusting, self cleaning gate for leak proof seal.
• Zero obstructions when fully open
• Harness pre-wired for easy installation
• Reduced size permits greater installation options
• includes wiring harness, gaskets and hardware
• Cutout kits included y-pipe and band clamps for simple installation.
• Cutout kits include U-pipe & band clamps for simple installation 

The electric cutouts are available now in 2.5 and 3 inch exhaust pipe, and are available in a kit, or you can purchase them individually.

When applying copious amounts of power to a IRS (Independent Rear Suspension) in any racing application, things just start to go wrong. “A common upgrade for the 5th gen Camaros have been bolt-in Ford 9-inch rearends, and we have come up bolt-in Dana 60 style replacement,” said J.C. Cascio of Strange Engineering.

The new bolt-in case from Strange comes complete from rear cover, S-Trac differential, gear ratio of choice, up to the 1350-style driveshaft yoke. “We used the EnduraGaurd coating on this application, ” said Jeff Stange. “The seal coat resists corrosion and acid plus it’s extremely easy to keep clean.”

To make case stronger, it is pressured when poured into the casting during the manufacturing process. Inside this all-aluminum rearend are billet main caps are are ingeniously reinforced by the rear cover once it’s bolted in place. This ensures there isn’t any deflection to the caps under hard cornering. Also, the rear cover uses an O-ring to seal and will never require a gasket or sealant of any kind.

Street Floater Kit

There is no doubt that Pro-Touring has become extremely popular in the last few years. Part of road racing and autocrossing a classic car is typically pared with a solid axle configuration. An inherent problem for any solid axle vehicle is axle flex and pad knock back. This can lead to inconsistent braking and even brake failure. Working in conjunction with Wilwood, Strange has begun designing their own version of a floater hub assembly.

•  2-inch OD spindle
• 24 spline drive plates
• Thru-Hardened Hy-Tuf floater axle shafts
• 4-piston calipers
• Internal parking brake
• 12.19-inch vented, slotted or drilled Wilwood brake rotors (larger diameter rotors available)
• Optional ABS Sensor (05+ Mustang)
• Zero end play in the bearings eliminates piston knock-back encountered during hard cornering
• Floater spindle supports vehicle weight and resists cornering, braking, and acceleration loads, leaving the floater axle solely responsible for transmitting torque

Ford Racing has saved some exciting news for PRI in the way of new crate engines and a new Coyote intake manifold. Starting with the intake manifold, the Cobra Jet intake has been a hot buzz since it was first previewed at last year’s SEMA show atop the high compression Cobra Jet engine on display. Finally after a long-awaited year, we got a glimpse of the production version (that goes on sale in about two weeks). “We have seen the Cobra Jet intake pick up more than 20 horsepower over the BOSS 302 with no torque loss,” said Jesse Kershaw of Ford Racing.

While the intake manifold is designed for the maximum 7,700rpm limit of a traditional Coyote (which can be extended to 8,100rpm with the updated ignition pulse ring), it also utilizes the oval-style throttle body design found on the GT500 and Cobra Jet. This means you’re going to need to fabricate your own intake pipe until aftermarket intake manufactures catch up.

Ford Racing has also one-uped their Coyote Aluminator lineup with the new Aluminator XS crate engine. The 5.0-liter Aluminator XS features a similar short block to the standard high compression Aluminator engine, but with an enhanced drivetrain and induction system. Topped with the new Cobra Jet intake and throttle body, the XS comes with Cobra Jet cams – intake 13mm lift / 263 degree duration (12mm lift and 260 degree duration on Mustang GT) and exhaust 13mm lift/290° duration (stock 11MM/263° duration). Supporting the increased lift is a set BOSS 302 valve springs. Also included is a 12-quart oil pan, billet oil pump gears, and high RPM pulse ring. The new XS produces more than 500 horsepower and the capability of 8,100 rpm.

For all you pushrod fans, Ford Racing has introduced a behemoth 460ci small block mill that will produce 575hp and 560 lb/ft of torque. Click on the overview photo for the complete specs.

Closeup view of the Shark direct-port and plate systems from Nitrous Express.

This particular system exemplifies the Shark direct-port system and uses a pair of Lightning 250 solenoids. The Shark nozzles mix fuel and nitrous before exiting the nozzle body, a strategy that improves atomization. Also included in a Shark kit will be stainless-steel lines, nickel-plated fittings, B-nuts, high-flow feed lines and necessary hardware. Alone, this system is worth around 2,100 horsepower. For an extra 1,110-horsepower kick, this demonstration manifold also had a Shark plate system.

Sharing more conventional news, Nitrous Express showed off new plate systems for LS engines, the hot-selling Subaru BRZ/Scion FR-S twins, the feisty little Dodge Dart turbo and fire-breathing Shelby GT 500. The GM system features a 3-bolt billet aluminum plate that fits behind the throttle body. Depending on the jets, the system is worth 50 to 350 horsepower. Included are a ProPower Lightning solenoid, 6AN feedlines, braided stainless, brackets, WOT switch, hardware and choice of 5-, 10- or 15-pound bottle.

New plate systems are available for the Shelby GT 500, Dodge Dart turbo, LS engines and Subaru BRZ/Scion FR-S.

The WOT switch on all the systems activates the system only at wide-open throttle and shuts off the nitrous when the driver lifts.

Another view of a 3,200 horsepower nitrous-oxide charge.

In the subsequent 350 days following the 2010 PRI tradeshow, our dreams have been filled with many restless nights of aftermarket racing parts. One of the more prominent reoccurring dreams have been about the GZ Motorsports racing vacuum pump. It’s gotten to the point where we are ready to add it to our Christmas wish list.

Zucco has convinced us that there are some gains to be made by installing this pump on any race engine. “Large horsepower gains can be found utilizing vacuum in the crankcase, which among other numerous benefits, promotes better ring seal with our higher capacity vacuum pumps,” says Zucco.

Whenever you talk about large horsepower gains… we’re interested.

At the risk of spreading insomnia to our faithful readers, we are reposting the 2010 PRI Tradeshow Video of GZ Motorsports racing vacuum pump that gave us night terrors for the past year thinking about our competitors using this pump:

Now that we’ve added the vacuum pump to our Christmas list, we fear that more nights of lost sleep are in our future. Choosing between the VP100 Sportsman budget pump, the Sportsman 22 cfm pump, the Super Pro 33 cfm pump or the monster VP 104 Super Pro Vacuum pump is going to create nightmares for us.

We’ll deal with the bad dreams until Christmas day when we unwrap the package and find out what Santa brought us. With any luck, we’ve been nice this year which means we can be really naughty on the track next year.

Powermaster's 38242 alternator delivers 150 amps and incorporates the air scoop that makes it a direct replacement for 98-02 F-Bodies.

Powermaster’s new XS Torque starter for LS engines features their InfiCLOCK system that allows you to precisely adjust the position of the starter body in relation to the engine block. While other starters only allow movement in half-inch increments (and often end up being just a hair off of where you’d really like them to be), the InfiCLOCK mount is truly infinitely clockable, making room for headers that otherwise would have to be modified to fit.

Powermaster provides a "proof of performance" tag like the one on this Yukon/Tahoe alternator to show that the piece has passed quality control testing by an actual human being.

5.0 Coyote Ford owners will be happy to see Powermaster’s new starter for their application – no matter what kind of compression or cam you’re running, this starter has the oomph to get it spinning.

Powermaster's 9532 starter for Coyote Mustangs (foreground) and 9509 for LS engines share the same guts, but differ in their mounting configurations. Both will spin engines running up to 18:1 compression ratio.

We checked in with Champion’s Richard Keller at their PRI trade show booth to get an explanation of Champion’s ongoing pursuit of superior spark plug technology. “A lot of things have changed over the years,” says Keller, “We’ve found ways to increase the life expectancy of spark plugs from as little as 15,000 miles to 120,000 miles in the past one hundred years.”

“Another area where we have made major technical advancements during that time was in the capabilities of the spark plugs. We’ve gone from plugs that were rated as low as 15 kV to a modern 45kV capacity,” explained Keller.

One of the major areas where Champion Spark Plugs have found technological advances is through the use of modern materials and precious metals like Iridium. “Iridium was originally used in turbine jet engines in the aviation industry. We brought it to the industrial market for use back in the 1960′s,” Keller clarified.

Keller went on to explain how Champion has placed a high emphasis on spark plug construction. “Racing spark plugs have to be well constructed in order to survive in that harsh environment. They must have a very strong shell seal and strong ceramic insulation.”

According to Keller, spark plug technology has continuously  been challenged by other advancements in combustion engines. “The engine operating conditions are becoming harsher as cylinder pressures, internal engine temperatures and the use of newer and more corrosive fuels are on the rise. Champion spark plugs are always looking for technology and materials that will provide an optimal combination of extended life and high value.”

“Our customers want reliable service with increased service life intervals, minimal down time and low operating costs. We work to successfully meet those challenges with a combination of innovation and value,” he added.

Whether it is using a different material like precious metals or a design change in electrodes that position the electrodes to provide better spark efficiency and improved gap wear, Champion Spark Plugs continue to push the technological envelope for higher performance.

If you aren’t familiar with Fuelab, they produce some of the most cutting-edge fuel systems in the market today. We met up with them during the SEMA 2011 Show, too, and were instantly convinced they were ahead of the curve when it came to the system to own when fuel was in demand.

To give you some background on their products, Fuelab can fuel everything from 700-1,500hp all the way to 1,800hp with no issues.Fuelab’s secret involves utilizing their line of Prodigy fuel pumps. Their pumps use a DC brush less motor system with electronics that control the pump’s operation. The pumps use an input signal to determine the desired operating speed.

By having this feature, pump speed becomes controllable, allowing continuous duty applications for high flow pumps and avoiding a full speed high current draw condition that leads to heat buildup and the potential for vapor lock.

To prove their worth, Fuelab even took home The SEMA Best Engineered New Product for 2012!

To recap, Fuelab electronic fuel pressure regulators remove all the guess work out delivering fuel to your engine. Fuelab’s line of electronic fuel pressure regulators work in concert with the Prodigy line of fuel pumps to reduce heat build up and vapor lock conditions related to street/strip operation.

Prodigy features include:

• Compatible with gasoline, diesel, methanol, and ethanol.
• Internal speed control for variable flow operation – no expensive voltage regulators required to vary pump speed.
• No brushes to wear out or corrode.
• Compact, lightweight design, less than 3lbs.
• Superior flow rates at higher pressures

Fuelab also puts the customer first and backs their entire line of products with a two year limited warranty. Products are also 100% inspected and tested before leaving our facility. Each serialized Prodigy pump comes with its own flow performance certifications, giving customers real performance data on their purchase.

Fuelab products work in conjunction with each other to assure your mill is properly fueled, instantly.

“Take drag racing as an example, you cant say everybody is just doing the same thing,” says Jeff Saxton of Eaton Performance. “Different series, different vehicles types, different categories, ultimately different needs. We stress to everyone to talk to us, we have the technical expertise, and more importantly we have the different technology to fit your needs.”

While at the show Eaton highlighted to us three different lockers that they offer:

Detroit Locker style differential:

The Detroit Locker maximizes traction by delivering 100% of the torque to both drive wheels. It is engineered to keep both wheels in a constant drive mode, and has the ability to automatically allow wheel speed differentiation when required. Applications are also available for C-Clip style axles. “Detroit Locker is one of the most recognizable names in the industry,” Saxton told us. “We can handle the torque, and horsepower. But still allow the vehicle to manuever in a friendly fashion, so when you have to make the turn at the end of the strip it will be kind to the tires and the driveline.

• Drop in technology
• 100% locking differential
• Legendary traction
• Ultimate performance can handle significant horsepower and torque, but still allow vehicle to turn and handle

The Detroit Truetrac was the first helical gear differential ever introduced into the automotive aftermarket as an Eaton brand. Detroit Truetrac’s helical gear design eliminates the need for wearable parts, resulting in maintenance free traction recognized not only for its toughness, but its smooth and quiet operation as well. “A very popular product that has been around for many years is our true track,” Saxton explained us. “It is very street friendly, and durable but yet is still going to get you hooked up down the strip when you need it.”

Optioned with a plate rotor (race) or traditional cross drilled and slotted vented rotor, SSBC’s brake kit features their ultra light 4 piston calipers with stainless steel pistons.  The calipers save 14 pounds of unsprung weight versus a traditional iron caliper.  Best of all. these fit directly to your stock caliper mounts on the vehicle’s spindles or SSBC 2-inch drop spindles.

The quick change brake pads are held in place with a cotter pin and take only a few seconds to replace.  When it comes to the brake pads, there aren’t any special pads required for this kit, an off-the-shelf D43 pad can be purchased in a street or race compound from most popular parts stores.

SSBC also has released their new billet aluminum hub kit for early model vehicles.  The two piece design saves a ton of weight and affixes the hub directly to the star-patterned rotors.  These hubs are a direct bolt on for popular GM and Mopar front ends and features a zero offset hub and rotor assembly.

• Includes Race 4 Piston Aluminum Calipers w/45mm Stainless Pistons/Performance Pads/Mounting brackets/ Big Bite cross drilled rotors & Hardware.
• Calipers are constructed from 6061 T6 Billet Aluminum
• Assembled with stainless steel pistons & bleeder screws
• 25% more pad contact area than other calipers with this mount
• 20% thicker pads than other calipers with this mount
• Dual pad pin design with o rings to eliminate pad chatter
• Uses an off the shelf D43 pad available at any local parts store
• Race versions do not have dust seals.
• 100% Made in USA

When we stopped by our friends at Superflow, they were quick to point out that a recent merger has brought in a couple of new products, “We brought in probably our biggest competitor in the engine dyno world – DTS,” said Mike Giles. “We now really offer the customers the best of what Superflow and what DTS has to offer.” One of the benefits of the merger is Superflow now offers the SF powermark and the SF-902s dynamometer. The powermark is capable of handling up to 2500hp and 1750ft/lbs of torque. While the 902s is capable of 1500hp and 1000ft/lbs.

The dynos on display are amazing pieces of machinery, but what caught our attention was the new control console that is available with the two new dynos. The new NetDyn control software comes with two 22″ LCD flat panel monitors and a new mobile touch screen tablet. “Engine builders can actually pick up the touch screen tablet and walk into the dyno-room to lash valves, set timing, or whatever the need be,” explained Giles. “Obviously you wouldn’t want to be in there when the engine is being pulled just in case something goes wrong, but we’ve added a lot of creature comforts by having this mobile tablet.”

NetDyn Control Software benefits and features include:

• Windows based control software
• provides graphical user interface
• display is divided into 5 distinct areas – system controls, dyno controls, test controls, real-time data display, and set points control for load and throttle.
• 8 function keys
• 8 digital gauges to display user defined channels.
• view up to 10 user-defined pages in tabular format
• generate up to 10 different test data plots post test

For more information on the mobile tablet and the new products available through Superflow visit their home on the web at Superflow.com

That automation allows Scorpion to build top quality components here in the US at a cost that is competitive with companies sourcing their hardware from offshore suppliers, as well as keeping the tap flowing with new applications like the ones we saw here this year at PRI. First up are their new L92 rocker arms, available in 1.7 and 1.8 ratios. These arms fit factory heads with no machining required, are compatible with factory-spec pushrods, guide plates, and rocker studs, and fit under stock-height valve covers with no spacers required.

Scorpion's Endurance series solid roller lifters are 100% CNC machined from 8620 steel, and feature heat treated tool steel nitrided axles and precision roller bearings for durability. The axles are pressure-oiled as well.

Scorpion's Endurance series racing pushrods feature a .120-inch wall thickness (compared to a typical .080), 4135 seamless chromoly tubing, and 240 degree ball tips made from case hardend and cryo-treated 8620 bar stock.

Made from 8620 billet, this billet fuel pump pushrod from Scorpion is 10% lighter than a typical pushrod while still being exceptionally strong.

Scorpion does more than just valvetrain hardware - they had their new LS1 fuel rail kit on display as well, and their performance throttle body has some very intelligent design features as well. Look closely; the fail-safe design can't stick open due to the offset pivot axis, and flows up to 2,000 CFM.

While robots will inevitably rise up against us, overthrow and enslave us to toil in their chromium mines and vacuum their houses, in the meantime they turn out some darn good speed parts, and Scorpion Racing Products is making the most of the time we have left.

“You wouldn’t think that points would be something that you would want to be selling any longer. But Crane Cams has been selling points replacement ignitions now for over 25 years,” said Terry Johnson. “It’s an optical pickup where you take the points, and condenser out, and replace it with a more accurate optical eye. The best feature is you never have to adjust it or replace it, it’s permanent.”

The XRi points replacement systems features:

• Available for 4,6, or 8 cylinder applications
• Available for the big three manufactures
• Systems come with a built in rev-limiter
• Installation takes 15 minutes
• Everything fits under the OEM distributor cap
• fully sealed from moisture and dirt

You might be thinking like we were, how much of a market is there really for this? “You would not believe the amount of cars that are applicable for this system. You have to remember there were so many millions of vehicles that were produced for so many years, and this is applicable for all of them,” explained Johnson.

Beyond the XRi points replacement system, Crane Cams also offers three other choices for points replacement: The XR700, XR3000, and the Optical Trigger Conversion systems. You can view each system and the complete line of products available through Crane Cams at their home on the web at CraneCams.com

Support For NASCAR
Kooks also has a wide variety of both dirt and asphalt circle track headers for small block Chevy applications!

Kooks headers are all made from 18 gauge 304 stainless steel and feature a 3-inch collector and take around 4-6 hours to install.  Kooks Y-Pipe comes in 3-inches for the 6.2-liter and 2.5-inches for the 5.4-liter.  Again, made from stainless steel, the Y-Pipes feature OEM style connectors that allows this upgrade to be installed in around 1 hour in the factory location.  They come with high flow catalytic converters and can even come with Kook’s new Green Cats. These Y-pipes must be used in conjunction with Kook’s long tube headers

• 1-3/4 or 1-7/8ths primaries
• 18 gauge thick 304 stainless steel
• 3-inch collector
• Up to 40 horsepower gain

For 2012 Bell Racing is coming out with a new line of vintage racing helmets, but Kyle Keitzsmann of Bell explained to us how the helmets are going to have a few modern touches, “Yes, We’re bringing back the old styling, but we’re bring it back with the modern certification and modern construction techniques for added safety.”

Bell's New Star Classic, and the XFM-1 Vintage Helmets

As of now Bell racing has released two helmets into the vintage line, the Star Class and the XF-1 Classic. “The Star Classic replicates the racing champions from the 70′s,” Explained Keitzsmann. ” The XFM-1 replicates the champions from the early 80′s. It’s a very historic helmet, it was really the first auto racing full purpose helmet that was designed for open wheel racing. It was first introduced in 1979, and was worn by the champions of that era.”

Classic Bell Star Design features:

• Lightweight Carbon Composite Shell Technology
• Flip-up Visor
• Removable/Replaceable Cheek Pads
• E-max Multi-Density Layer
• M6 Terminal Hardware for Head & Neck Restraint Devices
• Duel Sided Positive Visor Seal
• Available in White
• Snell SA2010 & FIA8858-2010 Certified
• Available in Sizes S – XL

Bell also showed us their new graphic option that is new for 2012. “We wanted to give people the option of the custom look, without having the expense of having it custom painted,” explained Keitzsmann. The new designs are a combination of vinyl and paint, and come in a variety of different designs.

All in all, Bell Racing had seven new models on display at PRI 2011. To see their complete lineup for 2012 visit BellRacing.com

The all aluminum construction gives the carburetor a fantastic look, but what we were really impressed with was how much adjustability was built into this affordable carburetor. “The carburetor has complete changeability as far as air bleeds, power valve channel restrictions, idle feed restrictions, and vacuum secondary adjustment screw,” said Marvin Benoit. “We also have the capability to turn this carburetor into a single-line carburetor if need be.”

Quickfuel explained to us that the secondary side does not have a metering block, like other carburetors it has a metering plate. “But it’s different from a standard metering plate because the jets are changeable, you can change the main jetting on the secondary side,” said Director of Sales and Marketing Mark Wells. “The metering block also has a gasket release for all the different passages to ensure we have a extremely good seal.”

The Slayer Series Carburetor features:

• All aluminum Construction – Main Body, Fuel Bowls, Throttle Body
• Changeable Idle Air and High Speed Bleeds
• Built In sight glass for easy float adjustment
• 3-stage emulsion circuits in primary metering block
• changeable primary idle feed restrictions and power valve channel restrictions
• vacuum secondary with “quickset” adjustment
• Secondary plate with changeable jets
• Notched float in secondary fuel bowl
• Electric Choke – Fully adjustable, one wire hookup.

All these adjustments are great features for the carburetor, but is overshadowed by the most amazing feature – the price. Both the 600 CFM and 750 CFM Slayer Carburetor retails at $299. A very affordable price for a great looking carburetor.

Make sure you visit Quickfuel Technology for more information on the Slayer Carburetors and to see their complete line of products.

Bilstein, one of the industry’s foremost manufacturers of suspension components for performance street and strip vehicles, is further tapping into what they call the grass roots segment of the street car market by bridging the gap between legitimate drag racing shocks and street car shocks with the launch of their new Drag line of shocks – one for the ever-popular Fox body Mustang, and the other for the F-body Chevy Camaro.

These stock-mount shocks are a complete bolt-on install, and taking cues from their success with their high-end racing shocks, dialed in the valving settings through a number of development and testing procedures to create a perfect street/strip performance aftermarket shock.

“The biggest things we focused on with these new Drag shocks was drivability and the launching movement and its effect on planting the tires on the dragstrip, explained Bilstein’s Pat Macaulay.

Shifting to other genres of motorsport, Bilstein has also turned their attention to the world of rally racing, oval track, and road racing applications with the unveiling of their new 36mm and 46mm universal Motorsports Struts, featuring inverted tube technology to provide race car builders a vast array of travel lengths and valving options. Each strut has a matched external housing that allows the builder to fabricate weld tabs for mounting the unit to a vehicles lower steering knuckle. As well, the supplied blank upper-stem can be custom machined down to fit a specific top mount or camber/caster plate.

We talked with company representative Lou Kleinsmith, who led us over to their new line of plasma cutters. According to Kleinsmith, “Lincoln has a base product line of three very unique plasma cutters for the automotive industry. From the hobbyist and racer, who may need a smaller portable unit, to the professional fabricator that needs something with a little more cutting power, there’s a Lincoln Plasma cutter to fit your needs.”

Lincoln Electric's king-of-the-hill plasma cutter, the Tomahawk 1000.

Kleinsmith showed us the Tomahawk 375 cutter that features an onboard internal air compressor, which makes it perfect for racers that want to take their plasma cutter with them on the road. The Tomahawk 375 is rated to a 3/8 inch maximum cut at 14 inches per minute. “Perfect for portable cutting of mild steel, stainless steel, aluminum, brass or copper,” said Kleinsmith.

Next up was the Tomahawk 625 which requires an external air source to provide 5/8 inch maximum cuts at 12 inches per minute. “What these units bring to the table is a cooler operation which extends the life of your consumables like torch tips,” says Kleinsmith.

Kleinsmith then took us over to the king-of-the-hill in the Tomahawk product line, the Tomahawk 1000. Available with either a handheld torch or a machine torch, for plasma cutting and gouging mild steel, brass, stainless steel, copper and aluminum. The unit uses what Lincoln calls “PowerConnect Technology” which automatically senses and adjusts to input power from 200 to 600 volts in either single of three phase, 50 or 60 hertz. According to Kleinsmith, “this cutter uses continuous output control to focus the arc for different material thicknesses.”

The Tomahawk 1000 features a front panel purge control that allows the user to adjust the airflow rate without initiating the arc. Combine that with Lincoln's "Parts-in-Place" system which detects correct installation of consumables and torch, and the Tomahawk 1000 is safe and user friendly.

Like the other Lincoln Electric Plasma cutters, the Tomahawk 1000 operates cooler to extend the life of consumables, which saves you money in the long run by less frequent replacement of nozzles and electrodes, and uses the Lincoln “Touch Start” system. Kleinsmith told us that the touch start system “initiates the plasma arc without high frequency signals.”

Another key feature in the Tomahawk 1000 is the ability to set the air flow rate without initiating the plasma arc through the front panel purge control. The unit will even detect correct installation of the consumables and torch through the “Parts-in-place” system, which adds an extra element of safety to the operation. Compatible with engine drives and CNC or Robotic Plasma cutting, the Tomahawk 1000 can be operated remotely or as part of a fast and reliable production cutting cell with the use of the machine torch.

All of the Lincoln Electric plasma cutting systems are portable enough to be used on the jobsite by simply hooking up compressed air, grabbing the torch and pulling the trigger.

The braintrust of K1 and Wiseco has resulted in a series of products that have been designed specifically to benefit the other, and to maximize each part’s inner potential.

K1′s 4340 forged cranks are heat tempered and core hardened to optimize tensile strength, while straight oiling ports have been machined to maintain a constant oil flow. Each crank has been stress relieved and internally balanced.

Appropriately, K1′s 4340 forged rods feature a special bushing material for reduced friction, pin oiling, thicker blades, double bridged caps to reduce housing bore distortion, larger big end housing bores, and ARP proprietrary bolts with asymmetrical threads for improved thread load.

All of this adds up when attached to a set of Wiseco pistons. These lightweight slugs are forged and machined with gas ports, offset pins, millimeter ring packs, and are available with skirt and dome coatings. Moreover, each piston is CNC machined for optimal performance.

• Applications for SBC, BBC, LS, SBF, BBF, Chrysler LA, B, RB, 5.7L, 6.1L, Honda, Nissan, Subaru, Hyundai
• Standard and custom stroker kits
• All levels of performance – from street to race course

These kits can be customized to fit your project, and means that you can leave McLeod with everything you need to get your chassis rolling.

Mcleod is also know for their clutch systems, and at the 2011 PRI show they did not disappoint. The latest performance clutch that McLeod now offers is their Pro Series 1 Clutch. The clutch is designed for serious horsepower vehicles and comes in both a single and dual disk design. “It’s a full billet CNC’d clutch that can handle up to 2500HP that’s fully adjustable,” said Lee.

Here are just a few of the benefits of the Pro Series 1:

• 6061 Billet Aluminum
• Adjustable stands, spring pressure, and counter weights
• Single disc good to 1,500 hp
• Double disc good to 2,500 hp

Also debuted recently from McLeod was their 1980-2004 Mustang Hydraulic Conversion Kit. This kit “If you live in a cold weather state, the cable linkage will get rusty and get tough on you. This takes away the cable in 45 minutes,” said Lee.

The kit comes in 2 forms, one of which can be performed externally that mounts through the firewall in the stock cable location that takes 45 minutes to install. Or you can purchase a complete hydraulic bearing kit that requires a little more time as you have to pull the transmission. Regardless of which way you go, the benefits are clear:

• Softer pedal effort: 30% less pressure to engage clutch
• Cleaner clutch disengagement
• Self adjusting
• Steel braided lines that can be routed around exhaust
• Uses stock pedal
• Complete bolt-in kit – no modifications necessary.

McLeoud Racing had a lot going on at their booth, more so than what we could list in here. So make sure you head on over to their home on the web at  McLeodracing.com to see the complete product line up for 2012.

Aerospace’s ’4th gen Camaro/Firebird brake kits looked more appropriate among museum art rather than on an all-out race car. Either the case, Aerospace has shown it’s done its research on this kit.

What’s included are billet aluminum 4-piston calipers, billet aluminum hubs and even a screw on dust cap. Adding to the overall value, Aerospace is also including Hawk brake pads, mounting brackets and even Grade 8 hardware. You can be rest assured, too, because this kit meets all NHRA/IHRA requirements.

More of the Aerospaces’ display consisted of their new transmission cable bracket system. Of course, Aerospace made sure quality was a priority and constructed the brackets from billet aluminum. It’s also fully adjustable and designed for Morse style cables. To find out more, make sure to hit up Aerospace Components and check out (below) to read about which each kit includes.

Aerospace's F-body brake kit is for drag race use only and for cars under 3,000 lbs.

• Billet aluminum 4 piston calipers
• Billet aluminum hubs
• Screw on dust cap
• Both 4 3/4- and 4 1/2-inch, 5 lug patterns
• Billet aluminum spindle support
• Stainless steel spindle snout
• 1/2 x 3-inch screw in wheel studs
• Bearings and seals
• Hawk Performance brake pads
• 10 1/4-inch Diameter, 5/16-inch thick drilled rotors
• Billet Aluminum Mounting Brackets
• Grade-8 hardware
• Eliminates sealed hubs and ABS sensor
• Meets all NHRA/IHRA requirements
• Made in U.S.A.

Aerospace's new Transmission Cable Bracket is fully adjustable.

Transmission Cable Bracket With Bellcrank Features:

• All Billet Aluminum Construction
• Designed for Morse Style Cables
• Fully Adjustable
• Provides a Way to Mount the Shifter Cable From Rear of Shift Arm when Used With a Rear Exit Cable Shifter
• Use Anytime the Cable Push/ Pull Direction Must Be Reversed at The Transmission.
• Eliminates Transmission Tunnel Clearance Issues Associated With Other Cable Attachment Methods
• Mounts to the Transmission Pan Bolts
• Works With all Aftermarket and O.E.M Powerglide Transmission Cases
• Grade 8 Hardware
• 100% Made in U.S.A.

Among brakes, Aerospace also manufactures a ton of other full race products.

Dynojet’s latest chassis dyno, 424xLC2:

• Measures up to 2000 + hp and 200mph
• Includes Two Eddy Current Absorbers
• Remote Software and Brake Control From Driver’s Seat
• Can be configured for above-ground installation with the use of a four-post lift and all-wheel drive above ground platform assembly or below ground into a pit

But the important thing that a lot of the owners reminded us is the results are only important if you can repeat them. Justin Starkey of VMP tuning explained to us,”We found that the dynojet chassis dyno was an excellent tool of providing repeatable measurements. We could repeat within a few horsepower, and do a variety of different pulls on the dyno.”

Chris Jones of Blow by racing told us how the chassis dyno was well worth the investment, “It’s our best R&D investment we’ve ever made. It was a big investment for the shop, but it’s worth every penny, and it pays for it self time and time again.”

So what are the benefits of owning a chassis dyno?

Fast

• Quick vehicle mounting reduces time spent setting up. Performance problems can be measured, recorded and diagnosed quickly.

Made To Last

•  Durable, low maintenance instrument.

Trouble Shooting

• The Dynojet Dynamometer reduces the time it takes to troubleshoot a vehicle. Problems are easily identified. A problem that occurs on the road can be duplicated during a test drive on the dyno.

Credibility

• Before and after dyno runs on service or performance work help to establish shop credibility. Dyno graphs of aftermarket products, spark plugs and even oil brands can prove performance and reliability of products.

For more information on the complete line of dynamometers available through Dynojet visit their home on the web at Dynojet.com

DynoJet Research, a privately owned company that has prided itself in manufacturing accurate automotive dynamometers, currently has customers worldwide and partnership with industry leading companies in 56 countries with a total of 5,600 dynamometer installations throughout the world. From OEM manufacturers to race teams and service shops, you are likely to see a DynoJet chassis dyno providing the measuring stick that these companies use for their own products.

SCT Performance is one of those partners with DynoJet Research, using their chassis dynamometers exclusively. SCT Performance’s Media Representative, Tim Roi, explained why SCT uses DynoJet dynamometers, “The number one reason is that they are the industry standard,” he said.

SCT Performance has two separate dyno cells. This one houses the DynoJet two wheel drive chassis dynamometer.

SCT Performance has their bases covered when it comes to chassis dynos. The company has two DynoJet dynos, a two wheel drive and an all wheel drive in separate testing areas. No matter what vehicle rolls into the dyno room, SCT can conduct their testing and move on toward product development or tuning.

We got a chance to see the DynoJet two wheel drive dynamometer in action at SCT Performance's open house.

According to SCT’s dyno operator, Ryan Krummick, the company spends “three or four days a week” in the dyno cell. With that level of use, the dyno the company uses must be able to stand up to the constant use.

The relationship between DynoJet Research and their partner companies around the world seem to be a critical union in which both partners join to help automotive enthusiasts meet the overall goal; getting the most horsepower out of their vehicles.

Dynojet 224XLC Features:

• Measures up to 2000 + hp and 200mph
• Eddy Current Load Absorption Unit, Torque Cell, and dynamic load control software. Perform loaded tests, including step, sweep, and wind drag simulation.
• Automatic Conditions Measurement (absolute pressure, air temp, humidity)
• Auto Tie Down Package (straps, ratchets and ground hooks)
• Air Actuated Brake System
• Remote Software and Brake Control From Driver’s Seat

“The #28 is a very legendary number to us,” explained Jeff Clark. “It was Robert Yates first number as a car owner, and has a lot of history in our minds, and we are really proud of it, and proud to have it here.”

The #28 was being ran on the brand new 224XLC Dynojet Dynamometer that Dynojet also had sitting inside of their booth. “Dynojet Chassis Dyno’s has been our benchmark for testing everyweek when we go to the ractrack,” Jeff clark told us. “We use the dyno everyweek to validate the engine performance, and eliminate anything that could be wrong before we go to the racetrack.”

Roush Yates like other race teams has been using Dynojet Chassis dynos for quite sometime and has always been impressed. “The Dynojet product has been very consistent, and very dependable,” Jeff Clark explained to us. “Our relationship with them is more than 10 years old, their customer service is phenomenal and their product speaks for themselves.”

The details that emerge from using a Dynojet dyno aren’t all just about horsepower numbers as Clark would explain to us, “The chassis dyno is used to measure power, but the bigger and more important aspect is power under the curve, or average power. The details that we can fine tune before we get to the racetrack is very important for producing the best product on raceday.”

Roush Yates is synonymous with NASCAR, but people often forget that they also build engines for the grassroots motorsports as well. Make sure you visit their website to see all the engine packages that they offer.

We were extremely impressed by the new Dynojet chassis dyno, but also by the Roush Yates #28. If you are looking for a new dynamometer for your shop make sure you take a look at what Dynojet has to offer!

It wasn’t very long ago in human history that the horses ridden by Generals and other revered heroes from the battlefields received the very same honors of a military funeral as the men who rode them. Even in the early 20th century, famed race horses were commemorated with top honors upon their passing. Oft times more recognized or remembered than the men who piloted them, these war horses stood for something far grander than the mere flesh that made them.

Sitting behind a fence of velvet ropes and brass poles, the war horses of a bygone era were on display at this year’s 2011 PRI Show in Orlando, Florida. Not that of horse hide or bone, but of acid-dipped steel and aluminum cylinder heads and intake manifolds.

Besides the living legend, Richard “The King Petty, whose ’70 Plymouth Superbird stood as at the head of the row, the remaining icons of Mopar’s Super Stock racing heyday who manned these machines have long since left us.

Bird of Prey

As mentioned, the uniquely blue winged Plymouth Superbird is far from the usual fare found collecting dust in dealer’s back lots. Following its Dodge Charger based predecessor, the ’69 Dodge Daytona, the following model year, the ’70 Superbird widely outsold its higher-in-demand older sibling. Unfortunately, the ‘Birds that ran the big track such as this #40 were a great deal different from their factory cohorts.

Bodies were lowered on their chassis several inches for increased aerodynamics and less drag. Bumpers and body seams were tucked in for the same reason. The interiors and much of everything else was heavily gutted and a labyrinth of tube steel comprised its high speed/impact resistant cage and subframe.

It's the kind of car only fit for a King...or 'The King' as it were.

A Pair of Killer Fish

Sox & Martin were comprised of Ronnie Sox and Buddy Martin. Although Mr. Martin is still very much alive and well, his cohort, Ronnie passed away several years ago.

The two were a dynamic force in manufacturer drag racing – whether it be for Plymouth or any other make.

Ronnie Sox continually battled with fellow Mopar hot shoe, Herb McCandless for the title of “Mr. 4-Speed,” which both claim as their own.

Ronnie – who typically was found behind the wheel of the Sox & Martin Plymouths – was distinguished by his flaxen hair, slight build and effervescent personality.

Photographed almost always smiling, even while wrenching on his cross- or tunnel-rammed HEMIs between heats or standing arm-in-arm with “Ms. Golden Shifter” Linda Vaughn, Ronnie was as much a star as his red, white and blue Plymouths.

On display were the #2060 A023 Super Stock Barracuda and their “body-in-white” ’70 ‘Cuda, both of which are the nearly single-handedly responsible for the awe and hushed tones that accompany the words “HEMI ‘Cuda” and “Super Stock Barracuda.”

Sox & Martin were in the winner’s circle more times with these two cars than other racers throughout their career.

The '68 Barracuda is a true Hurst and Kar Kraft-built Factory Super Stock A023 car. Lightweight fenders, hood and other components all combine to make a durable featherweight package to perfectly house the rip-snortin' 426 HEMI.

The '70 'Cuda ran in Pro Stock, allowing a few more modifications to the then-new E-Body setup.

Mr. Dick Landy requires very little introduction. The heavy hitter and often lone-gunman for Dodge’s factory drag racing effort, Landy and his brother, Mike, were responsible for developing and campaigning the first A/FX Dodges, hosting and instructing Dodge’s performance seminars and making the words “HEMI Dart” synonymous with “earth-bound rocket ship.”

Here is one of Landy’s ’68 Dodge Darts; real lightweight, Kar Kraft-built factory available lightweight race cars.

These machines are the thing of legends and have been glorified as scale models, children’s toys, art work and T-shirts.

Hundreds of clones exist replicating Mr. Dick “Dandy” Landy’s exorbitantly fast A-Body Dart, and were solely responsible for people’s frustration with Dodge’s recent announcement that the “Dart” brand would be resurrected on a FWD four-door commuter car.

The ’68 Dart featured at the PRI Show in Orlando, Florida, drew in puzzled glaces, knowing admiration and curious lookieloos. It’s signature silver, orange and blue paint scheme was matched with Landy’s impeccably-clean racing suits and iconic unlit cigar. It’s said Landy only lit one once, replying, “I didn’t like the taste.”

Landy would actively campaign more Dodges – such as his racing Coronet R/Ts, Charger R/Ts and of course, his ’70 Challenger – but the ’68 Dodge Dart with its barn door hood scoop and polish Cragar S/S rims will forever remain the thing of Mopar legend.

It's the real thing. A true legend driven by a legend.

Crane cams showed us their complete line of digital ignitions systems at the tradeshow, “A lot of people don’t realize we’ve been making digital ignition systems at Crane Cams since 1994,” explained Terry Johnson of Crane Cams. “We were credited with being the first company to introduce digital CD ignitions to the automotive industry.”

Advantages of digital ignition systems:

• Built-in timing retard available with optional Control
• Optional shock mounts included for race conditions.
• Fully potted with new, soft urethane for heat, dirt and moisture protection.
• Delivers higher spark-gap.
• More HP, torque, and crisper throttle response.

The rev-limiter that is standard on all Crane ignition systems

One of the benefits of choosing a digital ignition system is being able to tune the rev limiter with precision. “We’ve built an adjustable rev limiter right into the ignition system,” Johnson told us. “In 1995 we’ve made that standard on all of our ignition systems, you don’t have to purchase an external module to control the RPM.”

The adjustment is made on the side of the ignition box, and can be tuned by 100 RPM increments. All of Crane Cams digital ignitions systems are completely sealed to protect from the elements. Whatever the application, they have a digital ignition system for you. Crane Cams digitial ignition system:

• Hi-6 Ignition – Street
• Hi-6R Ignition – Street/Race
• Hi-6DSR Ignition – Drag
• Hi-6N – Circle Track
• Hi-6S – Towing

To see the complete line of products visit CraneCams.com

SCT Performance is a company on the move, and nothing was more true than last July when the company relocated to a new location in Sanford, Florida. As a bonus for the PRI trade show visitors, SCT invited everyone to their open house and even provided transportation from the Orlando convention center to their company headquarters, just a short trip down the highway.

SCT Media Relations representative Tim Roi met us at the front door and we wasted no time getting the camera turned on.

SCT Performance employees were on hand to greet everyone as each bus pulled into the parking lot. Stationed strategically in the parking lot were high performance vehicles that were familiar with SCT’s tuning process. Many of them were actual competition vehicles in different forms of autosports.

The main parking lot had several competition vehicles that represented SCT Performance tuning.

Company Media Relations representative Tim Roi welcomed us to the facility and rewarded us with a personal tour of the building. “The new facility really opens a lot of doors to us as far as in house capabilities,” said Roi explaining, “We now have two dyno test cells, one with a Dynojet all wheel drive dyno and another with a Dynojet two wheel drive dyno. We wanted to be a good neighbor so we had the two stations built with soundproof enclosures and air handlers. This gives us the ability to do a lot of our work on-site without having to worry about disturbing the offices around us or even making it difficult on our own office workers.”

The two Dynoject chassis dynos were housed in a set of special soundproof enclosures with air handling capabilities. These were ultra modern test areas that represented top of the line in safe dyno horsepower testing.

The company officially made the move in late July of this year and only took a couple of weeks to hit the ground running on all four wheels.

As the tour moved through the building, everyone in our group commented on how “modern” and “state-of-the-art the facility” was. We couldn’t help but notice how well the building and facilities were laid out for this type of operation. The classroom is located right off of the dyno test cells where a class can be conducted in the dyno cell area then quickly moved into the classroom environment. The front office and sales department are located near each other where business can be handled expeditiously.

The in-house classroom features a very large screen where actual computer programs can be shown to a large audience of students.

In total, SCT Performance has taken advantage of a move in location to really streamline their business for quick and accurate operations while providing a huge area for training, research and development, manufacturing and assembly, and most importantly, shipping. Taking a clue from SCT Performance, we have already started to copy their office layout for our own operations.

Crane offers different choices with their line of optical distributors within the motorsports arena. These are used by not only dirt track and asphalt teams, but also Sprint Cup teams take advantage of the benefits the distributors offer. But what people often forget is that Crane also has this technology available in a street/performance application.

When we stopped by the Crane Cams booth at the 2011 PRI show they reminded us of their Pro Curve Billet for Street use. On the side of the distributor is a switch that can will allow you to activate 27 different timing curves. “You could drive around the street with the advanced curve, then go to the track and make a few passes with the locked out timing,” Johnson told us. “Then when you leave you could change it back to the advanced curve and drive home.”

The Pro Curve is ideally suited to street use, and because of its digital design and rugged construction, the unit is maintenance free. Just like the motorsports distributors, it’s optically triggered and has a timing accuracy of within ± 0.5° all the way through the RPM spectrum. Both large and small cap models are available for most Chevy, Ford, Mopar engines.

Pro Curve Billet Street features:

• Optically triggered for precise timing accuracy.
  

  The Pro Curve Features 27 different timing curve adjustments you can change very easily.

• Billet lower housing from 6061 T6 aluminum.
• Stainless steel photochemically etched trigger disc for precise timing.
• Adjustable, sliding collar. (GM models)
• Small and large cap versions for your application.
• 27 Advance curves programmed in and switch selectable.
• Heavy duty spring clips on large cap models.
• Ball bearing and bushing supported stainless steel shaft.
• Complete with gear and ready to install.
• High quality cap with all brass fittings.
• Magnetic trigger output.
• Maintenance free!

For more information on the Pro Curve Billet distributors visit Crane Cams online. Whether it’s for motorsports or for the street, they’ve got you covered.

Dickey explained that BLP Racing Products hosted a carb shootout that was held prior to the start of the 2011 PRI trade show. According to the BLP Racing Product crew, the shootout was designed to imitate what a racer would go through when buying a carb as far as carb selection and application. The rules were pretty simple, any style and size of carburetor could be used as long as the bowls vented to the atmosphere. A spacer or adapter could be used as long as it did not exceed 2 inches maximum height and no part of the spacer could protrude into the manifold.

The contest would be conducted on a Small Block and a Big Block in four different divisions. Each block size would have a competition with a carburetor straight from the box as a customer would receive it (Out of the box) and run on the the dyno, and another competition where the carbs would be ran on three successive dyno runs allowing the teams to tune the carb between dyno runs.

The AED crew had won the Big Block Shootout and the Out of the Box Big Block Shootout, placed as first runner up in the Small Block shootout and won the Out of the Box Small Block shootout.

Winning three of the four categories and finishing second in the one you did not win is enough to make anyone smile and do some chest pounding, but that was just not Dickey’s style. He was already thinking about what he could do for the next annual BLP Carb Shootout to take a clean sweep and win all four. “This was a really great idea and we are very happy to have been a part of the first of many annual BLP Racing Carb Shootouts to come,” said Dickey.

In a written statement to BLP Racing, Dickey said “I just wanted to express my sincere thanks to our friends Joe, Mike, Rick, & all the great guys at BLP for this incredible feat! I can’t believe all the work & thought that went into this huge project & pulling the whole thing off while making it look almost easy (even though it wasn’t). They are true professionals & we are proud to be associated with them. The revolution dyno is a true work of art. I also want to thank Mullins & Steve Schmidt for great engines that were flawless throughout the testing. One other note of interest was the camaraderie & sportsmanship displayed throughout the competition. Dave Braswell went beyond the call on duty helping others including us. Hats off to you Dave. Again thanks so much for including us in this wonderful event.”

Our congratulations to John Dickey and the AED crew for a job well done. The crew at BLP Racing and all of the competitors in the inaugural Carburetor shootout deserve a round of applause for being a part of this highly competitive shootout.

Federal Mogul's composite technology head gasket.

Federal Mogul’s Marketing Manager, Ron Rotunno, talked with us about the latest in racing and street head gaskets from the century old company. “For many years we used composite gasket technology, which worked very well, but through our involvement with the NASCAR Cup teams we developed some newer technology that allowed the teams to run some different combinations and get more power out of the engines. From our experiences in the NASCAR world, we were able to spread that technology into our other marketing areas, including street cars,” explained Rotunno adding, “you could say that we used the Cup series for research and development for our sportsman racers and street drivers.”

Newer style multi layered steel (MLS) head gasket.

According to Rotunno, “the newer multi layered steel (MLS) head gaskets are better designed to handle the higher horsepower, higher RPM and higher engine temps created by today’s high performance engines.”

The highlight of Federal Mogul’s MLS gasket design is the laser welded “stopper” layer. In short, the combustion ring is laser welded to the shim layer creating a strong combustion seal. Rotunno says “this ring acts as the primary combustion seal.”

“It’s very difficult to blow a head gasket these days,” says Rotunno. Like many other MLS gaskets, Federal Mogul’s gaskets have embossed layers that act as a spring to maintain the seal when the cylinder head lifts during combustion.

Federal Mogul makes MLS head gaskets for racing and street applications.

Rotunno reminded us that these head gaskets were good for stock applications for the same reasons that they work well in racing applications. Simply, better performance with a high level of dependability.

From NASCAR’s highest level of racing to the streets, these gaskets are worth checking out next time you replace your head gaskets.

For Mustang Dyno, the theory was simple, however, and created a dyno system, which would allow the user to split the work duty between both. For shops that are looking for a flexible solution to their engine and chassis dyno testing needs, the Crossover Series provides a complete all-in-one solution. Mustang’s new Crossover will offer up the ability to literally switch between engine or chassis dyno tuning.

The system includes the following:

Engine Dyno

• Portable ED-140-20 Engine Dynamometer with dual PAUs, load cell and speed sensor
• Electric starter
• EDtCell Engine Dyno Controller, Software, PC, Monitor
• Data Acquisition Module
• Engine docking cart
• Drive Shaft
• Guards

Chassis Dyno

• Above-Ground MD-1100 Chassis Dynamometer
• PowerDyne Controller, Software, PC, Monitor
• Smartach RPM Module
• Inductive & Optical RPM Pickups
• Weather Station
• Dual AFR Sensors
• OBD-II Interface
• Roll Around Shop Cart

We sat down at the PRI 2011 Show with Steve Englemen who told us, “If you’ve got a limited budged but service more than just engines or vehicles, the Crossover Series is the best bang-for-the-buck and offers a savings of about $20,000 between purchasing both of them seperatly.”

The new engine and chassis dynamometer combo dyno, is another first from Mustang and features a 2WD MD-1100 chassis dyno with a detachable dual eddy current docking module that converts into a fully-functional ED-140-20 eddy current engine dynamometer.

How It Works:

The 2 in 1 system is equipped with both an ED-140-20 air-cooled eddy current engine dynamometer and a standard MD-1100 chassis dynamometer. The twin eddy current engine dyno operates as a standard engine dynamometer when directly coupled to an engine utilizing an included engine docking cart and stand alone control system and Mustang EDtCell Control Software.

While the engine dyno is in use, the chassis dyno is capable of being operated as an inertia-based dyno with a separate controller and Mustang PowerDyne Software included with the system. Attaching the dual eddy current PAU module to the chassis dyne via an included u-joint drive shaft allows the chassis dyno to take advantage of the powerful twin PAUs for loaded mode and vehicle simulation loaded testing.