Take a look at what it takes to do some basic maintenance and part replacements for a 40+ year old classic, turning it into a project car you can drive back and forth to the shop. These basic steps will keep your project car running strong and durable until you’re ready to swap the powertrain.
Engine
All The Tips And Tricks To Get Your First Project Car Up And Running
by
Kevin McIntosh
on
January 31, 2012
Rebuilding a blown motor may end up being a habit unless you take the time to diagnose the problem. We go to the experts at King Engine Bearings, and MAHLE Clevite to get the straight scoop on the how’s and why’s of bearing replacement.
Project Y2k: Stage 1 & 2 Upgrades from Corvette Central Performance
by
Paul Huizenga
on
January 12, 2012
In Part 1 of our two-part series, we perform Stage 1 and Stage 2 upgrades from Corvette Central Performance on Project Y2k, our 2000 Corvette. Follow along as we free up trapped horsepower with improved intake and exhaust flow…
Biting the Bullitt ’65 Mustang Update: Installing the Drivetrain
by
Mark Gearhart
on
January 4, 2012
Our 1,000 horsepower, Paxton supercharged 427ci ’65 Mustang project is really beginning to take shape. With the front and rear suspension installed, we move on to fitting the engine and transmission, along with a few other pieces as we get close to starting it for the first time.
Modern Drag Racing Air Filtration: Should You Run An Air Filter?
by
Andrew Wolf
on
December 15, 2011
We sat down with a pair of leaders in the racing filtration industry to take a look at the past and current state of air filters in racing. K&N Filters’ Bob Harris and Airaid’s Chris Thomson both shared their viewpoints on the technological advancement of high performance air filters.
In the second installment of our race engine build, we’ll see how the rotating assembly goes together at the skillful hands of Virginia Speed’s Shawn Miller.
We walk you through the entire process of ordering a custom-grind camshaft from COMP Cams. Just like painting a car, ordering a custom grind cam is all about the prep work!
If you’ve ever fussed with a multi-belt design in the past, then hanging the alternator, power-steering pump, and other drive accessories to your GM small-block could prove a bit challenging. We take you step-by-step and show you what’s involved when it comes to installing a Concept ONE Serpentine Kit…
For as long as connecting rod manufacturers the world over have been using blends of aluminum to create lightweight rods, said pieces have lived under constant scrutiny regarding their long-term durability and usefulness, but in this piece, we’re going to turn rumor to myth with the folks at GRP.
Looking for some more power to pull your trailer or just to cruise on the street? Check out our install on Airaid’s latest F-250 air intake system, followed up by a complete dyno test!
At the PRI show in Orlando back in December, Justin Burcham and crew at JPC Racing pulled the wraps off their new cast intake manifold designed for the 2005-2010 three-valve modular engines. They recently supplied us with one of the new intakes so that we could take a more in-depth look at this new piece.
There’s nothing like the look and feel from a Holley double-pumper carburetor. However, just like other mechanical parts, a carb needs periodic rebuilding to keep it metering efficiently. We show you some tips and give the step by step details on how to rebuild one for your mill.
The Big Block Chevy engines of today come in a variety of shapes and styles. While the Mark IV, as introduced in 1965, went through some initial changes, it was not until 1991 that the Mark V engine came to be. Today the Mark V and its brother the Mark VI are great platforms for engine builders.
Dart Builds The Ultimate Big Cube 440-Inch Small Block (Part 2)
by
Jefferson Bryant
on
September 29, 2011
The Dart SHP is based on the small block Chevrolet engine, but any time the term “small block” is mentioned, the first thing you think of is the classic 350. It has been ingrained into our oil-soaked gearhead minds that a “small block” is 350cui and smaller (with the exception of the 400 small block). Not so.
The Simplicity And Sophistication Of Engine Bearings. Part 1
by
Bobby Kimbrough
on
September 28, 2011
We’ve all seen engine bearings and more than likely have taken them for granted. Looks can be deceiving though, the simplicity of engine bearings hides the sophistication of decades of research and development invested into these essential engine components.
The car started out this year with a 408ci that made about 575 hp and was able to propel us in to the mid 10-second range in the quarter mile. But now it was time to install our badass high compression 427 that has been sitting for about two years… but the installation has been far from easy
RHS has been paying attention to all the innovation going into GM’s LS engines over the past few years. To meet the swelling of technology and performance coming out of the LS motors, RHS recently designed a fresh take on the LS engine block for extreme street and racing applications.
Dart Builds The Ultimate Big Cube 440-Inch Small Block (Part 1)
by
Jefferson Bryant
on
September 22, 2011
The Dart SHP is based on the small block Chevrolet engine, but any time the term “small block” is mentioned, the first thing you think of is the classic 350. It has been ingrained into our oil-soaked gearhead minds that a “small block” is 350cui and smaller (with the exception of the 400 small block). Not so.
Inside The Evolution And Tech Of 5-Plus Inch Bore Space Engines
by
Andrew Wolf
on
September 21, 2011
As the old saying goes, “there’s no replacement for displacement,” and drag racing engine builders know that to be an indisputable fact. Over the years, as the rules have allowed it, the once OE-based engines have grown to points that were once unimaginable. We review the history and future of these big engines.
With the small block making its debut for the 1955 model year, no engineer in their right mind back then could have imagined where we would be at today with 638hp, 376 cubic inchers that are still able to pull 26mpg on the highway and produce low 11 second ¼ mile time slips off of the showroom floor!
Our 555 Edelbrock/Musi Big Block has been rebuilt for a tour of duty in our Project MaxStreet ’67 Chevy II, now sporting a ProCharger F2 centrifugal supercharger setup, and in this project update, we’ll take a detailed look at our rebuild and the components it will entail.
On the surface, the bigger is better thought process seems to make sense. A larger 950cfm race carburetor is bigger and therefore should pump more fuel and air to the engine and make more power. That’s not necessarily the case and we’re going to show you why.
Installing and Dynoing COMP Cams’ New Stage II 5.0 Coyote Camshafts
by
Andrew Wolf
on
August 17, 2011
COMP Cams was the first manufacturer to exploit the impressive new valvetrain design of the Coyote by releasing the first full-production aftermarket cams designed specifically for the 5.0L Modular engine, and StangTV takes a closer look at COMP’s new 5.0L pieces and put them to the test.
Rock Your World: Maximizing Your Cam’s Potential With Better Rockers
by
Cam Benty
on
August 16, 2011
How can changing rocker arm ratio be an easy way to increase the effective size of your camshaft? It’s a simple really; increase the ratio of your engine’s rocker arms and you increase the size of the camshaft profile. More camshaft lift means more fuel and air into the engine and more performance – right?
Our ongoing 388 LSX race engine project with Virginia Speed is off to a good start, and we have a new video to introduce the project, let you in on our goals, and give you a preview of all the good stuff to come.
There’s no replacement for displacement and usually there is a price tag to go with those cubic inches. It’s understood that horsepower comes at a price, so the question becomes one of compromise. BBC cylinder heads are a prime area where good money spent wisely can neutralize the price for power trade off.
When adding boost to any engine, it’s all about detonation control to maximize power, boost, and engine life. Race gas can get expensive as an every day fuel, but water/methanol injection can give you that additional octane plus other positive benefits. We explain how it all works inside.
The foundation for any performance engine build is the block, and our LSX-based race motor being built by Virginia Speed is no exception. Before any of the sexy hardware from Trick Flow, ProCharger, Holley, Lunati, JE, GRP, and a host of other partners in the build can be added, we first need a solid framework.
Over the last six-plus decades, the high performance carburetor has undergone countless innovations and refinements as horsepower demands have increased and the technology has developed, and albeit with the same operating premise, the racing carburetor of today certainly isn’t your grandfathers’ carburetor.
Cam selection is crucial in producing the most horsepower possible out of your engine. With so many variables and options, we asked the experts the big question: Do you need a custom camshaft to get the most out of your engine?
We recently ran our Dart-built dyno mule 440 cubic inch small block Chevy with both a hydraulic and solid roller camshaft system. Both cams made big power, but only one can be crowned camshaft champion.
We head over to local piston manufacture Ross Racing Pistons to see just how they make a set of their forged bullets. We will run you through a full slate of photos showing you Ross’ facility and what it takes to be one of the leading piston manufactures in the racing industry.
High performance engines deserve a set of high performance valves, and because we’re in the business of squeezing the most performance possible out of any engine combination, valves are very much an important aspect to focus upon. And why not? There’s plenty of horsepower to be made from a good set of valves.
Sister companies Wiseco and K1 and development partner ERL Performance have joined efforts to produce a stroked and bored 5.0L-based 351 short block, which is expected to handle upwards of 2,000 horsepower and nearly 8,000 RPM on the stock heads and will almost certainly appeal to the heads-up drag racing market.
If you drive a hot rod, muscle car, race car, or any other type of vehicle for that matter, chances are you probably have a K&N Air Filter installed in one of your rides. What has become one of the simplest performance upgrades you can add to your vehicle, is often the most overlooked, as far as maintenance.
’65 Mustang Project 427ci Makes 1030HP and 873TQ, Plus TCI Front End
by
Mark Gearhart
on
April 7, 2011
Check out our update on out project Biting the Bullitt 1965 Mustang where we finally get the engine on the dyno at QMP Racing. Also we update you on our TCI Mustang II front suspension conversion and preview what our next update will be.
Engine Building Tips Part II: Block Prep, Head Studs, and Valve Lash
by
Paul Huizenga
on
March 10, 2011
In this installment, we’re going to take a look at prepping the block itself, the proper way to install head studs, and how to set valve lash, and once again we’ve got Dart’s Jack McInnis as our sherpa as we climb higher.
If you’re tired of waiting for a Boss 302 Mustang, there’s a way to grab a little bit of its engineering and power right now, and apply it to your own 2011 Mustang GT. Follow along as we install a Boss 302 intake manifold, with Joseph Jones from Woodbine Motorsports, and check out the power difference on the dyno.
Improving Mileage, Performance, And Drivability On Carbureted Cars
by
Steve Hulett
on
February 10, 2011
Who says you have to drown the engine in fuel at part throttle, in order to satisfy the engine’s needs at full throttle? Whether you’re at idle, cruise, or wide open throttle, efficiency is what you want. We’ll dig into carburetor and ignition adjustments that will help you achieve that.
LS Is More – Creating A Purpose-Built Race Motor With Virginia Speed
by
Paul Huizenga
on
January 24, 2011
To give ourselves a reality check, we’ve taken on a new project that will bring us closer to how ‘real’ racers live – we’re taking Dragzine’s Project Grandma Malibu and with the help of world-class LS engine builder Virginia Speed, we’re prepping the car to compete in the PSCA’s Limited Street category for 2011.
Over the past 50 years, the venerable Holley carburetor hasn’t changed much. It’s simple design and near infinite adjust-ability have long made it a favorite among enthusiasts. While EFI tuners routinely use this new technology with great success, surprisingly few carb owners have warmed up to the idea yet.
Engine Building Part 3: Cam Degreeing, Piston Clearance, Tolerances
by
Paul Huizenga
on
January 10, 2011
We’re back with Part III of our Dart University series, in which we learn the ins and outs of putting together anything from a hot street engine to a full race motor. This time around, we’ll be looking at how to degree a cam, checking piston-to-valve clearance, and how manufacturing tolerances affect your build.
This last Thursday and Friday Video Editor Jeff Garrison was at QMP Racing filming our 427ci small block Ford build. During the filming he took pictures on my Canon 7D as well, but like a kid in a candy store, I requested some cell phone cam shots as well during the build.
Because this is a serious drag car build – we’re shooting for low nines – we needed to be equally serious about how the engine and transmission mated up to the chassis. Having a ton of power isn’t worth a damn if all it does is rip the motor mounts out, so we turned to Madman & Co. Racing for a motor plate setup.
We figured 600 naturally-aspirated horsepower from a big-block Chevy would probably do the job, and to build an engine that could run the number, yet still be happy on the street, we turned to Dart Machinery. This is the story of how they put together a 509ci rat that’s just what Grandpa needs.
The Accusump is simple and ingenious – it’s a reservoir divided by a piston. One side fills with oil, and on the other, trapped air acts as a spring to keep that oil under pressure. It’s totally self-regulating, with the oil side filling and emptying in response to the pressure in the engine’s lubrication system.
Picking the right Carburetor size for your car & engine combination is paramount in being successful – whether you’re a professional racer or just want the right carburetor for you’re Saturday night special. There are 3 main parameters that correctly determine your baseline selection. John Dickey of AED Carburetors shares with us some of his secrets.
Steve Heye of Heatshield Products Shares his Insight on Insulation Products
by
Andrew Wolf
on
July 9, 2010
Steve Heye, Vice President of Heatshield Products, shares with us some great technical information about exhaust wraps and aluminum reflective products and provides his insight into the advantages of outfitting your vehicle with them.
Engine Building Tips Part 1: Oiling System, Valvetrain Stabilizers, and Geometry
by
Paul Huizenga
on
June 24, 2010
You might not be building a Pro Stock motor in your own garage, but the lessons Maskin and his crew have learned from hard experience in NHRA and on the dyno can make your project more successful. In this first series of tech videos and how-tos, we had a chance to pick Dart’s brain to come up with engine-building advice that anyone can use.
When RHS says that there’s 1,000 horsepower potential from their Pro Elite heads for the BBC, we believe them – our best result was an amazing 883 horsepower and 758 foot-pounds of torque, on pump gas no less, and with no need for exotic valvetrain components to let the engine spin to the moon.
