Tech

It’s hard to argue the popularity of the fifth-generation Camaro. Chevrolet sold nearly 600,000 Camaros during the production run of the fifth generation, including over 80,000 in 2013 alone. That’s excellent news for Chevrolet, but not necessarily a good thing for hot rodder types who like their vehicles to stand apart from the crowd. Fortunately, the aftermarket has

I’m still buying parts to assemble a 355-cubic-inch small block Chevy for my ’55 Chevy. My buddy was over this past weekend and told me that I should make sure to port-match the intake manifold to the heads. Is that something I should do? He says he read where that could be worth 10 horsepower

The number of sixth-generation Ford Mustangs on the road continues to increase with each passing day, and as the number of new ponies increases, so too does the number of aftermarket manufacturers releasing power-making parts for them. Cold air intake kits and exhaust systems are often the first to be upgraded by performance enthusiasts. In

Q: I have a 1973 Mustang fastback that I have restored with the help of parts from Summit Racing. It has an FMX transmission, which I would like to swap for an overdrive automatic. Is this possible? Can you tell me which AOD four-speed will hook up to my 351 Cleveland engine? A: We hate to be

[portfolio_slideshow id=53721] The 427 is one of Ford’s most successful and iconic engines. With its 4.630-inch bore spacing and characteristic deep skirted block, the 427 slots right into Ford’s FE family of engines. But unlike its brothers, this powerplant was designed specifically for racing. When it was first introduced in 1963, the 427 took the

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

The brakes feel squishy, and that’s rarely good. Uh-oh. That usually means there’s air trapped in the lines. It also means it’s time to bleed the brakes. Which wouldn’t be a big deal if it didn’t require someone else’s help and more time than we want to spend. But brake bleeding isn’t what it used

Q: I am currently running a 12:4 compression 351W in a Pinto. The engine has World Products Windsor heads, 926 cfm double pumper carburetor on a Victor Jr. intake, 254-degree duration (at .050-inch lift)/.571-inch lift solid cam, and MSD ignition. The transmission is a C-4 with a 4,500 rpm stall converter. I am running 7 psi of

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,