Think your job involves a lot of stress? It likely pales in comparison to the job of a cylinder head fastener. With peak combustion pressures in excess of 1,500 psi in a high performance engine, the stretching and loading forces on your head bolts are incredible. That’s why you must make sure your head fasteners are in
So far, our All About Stall series has focused on engine setup and its effect on torque converter stall speed selection. We’ve covered the importance of things like camshaft selection, engine operating rpm, and even exhaust backpressure. Another key part of the equation, according to ACC Performance president and CEO Nelson Gill, is vehicle setup. Vehicle weight, gear
We won’t say fires are common at the race track, but they do happen. A few of us have already witnessed motorsports fires this year, so we’ve decided to revisit the topic of onboard fire suppression systems. Is an onboard suppression system an added expense? Yes. Can you really afford NOT to have one in your car? That’s
[portfolio_slideshow id=54237] How much horsepower does it make? How much torque does it put out? These are usually the first questions enthusiasts ask when it comes to buying parts for his/her street machine or race car. The reality is, however, that many of the parts we need for these cars don’t offer any improvement in horsepower
I just bought an LS3 crate engine and the instructions that Chevrolet includes with the engine recommend pre-lubing the engine with a Kent Moore tool J45299. I looked that tool up and it’s a 2-quart plastic bottle, a small hand pump, and a few assorted fittings and they want $340 for it! That seems like
Our initial All About Stall post established the significance of engine setup in choosing torque converter stall. Nelson Gill, President and CEO of ACC Performance, then demonstrated how variables in engine setup — things like cylinder heads and exhaust choice — can change your ideal stall speed in Part 2 of the series. So where do you start when trying to pinpoint
There are a couple of reasons to perform an engine rebuild. When an engine has accumulated a lot of miles, the internal parts inside the engine may be worn or damaged and have to be replaced. Symptoms of this might include excessive oil consumption, low oil pressure, and general loss of performance as mileage increases.
When your race car is staged and the last yellow light blinks off, the car experiences a number of forces — all of which you must control for at least 1,320 feet. These forces include: Engine Torque Rear-End Wrap Up Rear-End Torque Rotation Chassis Sway Track Irregularities Aerodynamic Loading Engine Torque According to well-respected chassis
In Part 2 of Finding Balance, we covered some of the variables that go accounted for during most traditional engine balancing processes. The million dollar question is: Given all these variables, how can engine builders improve upon standard balancing techniques in high-rpm, big horsepower applications? Racers and industry experts have been attempting to solve this
Anyone can slap a supercharger on a stock 505-horse LS7 and pick up an extra 200 horsepower. And thanks to the incredible untapped potential of GM’s factory LS7 cylinder heads, gaining huge chunks of horsepower through natural aspiration is fairly easy, too. All it takes is some head work, long-tube headers, and a big hydraulic roller cam. However,
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