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PART # PP2013-1

THE TRUTH ABOUT ZINC Volume 4, Issue 1

Best Selling Self Tuning EFI In The World For Good Reason !

UCTION • CARB REPLACEMENT • MULTI-PORT • DUAL QUAD • 8-STACK INDUCTION • CARB RE • Your investment is protected by the industry’s only limited lifetime warranty so you can have complete peace of mind • Optimized tuning logic is created & refined 100% in-house by an experienced staff of full-time EFI engineers • Carb replacement, dual quad, multi-port & 8-stack systems available to fit any need • Unobstructed bores for better airflow & HP; available for 650 HP to 1200 HP • The system is compatible with any distributor & ignition system, including HEI • Works with upgraded cams & HP mods • Backed by the industry’s largest & most knowledgeable technical support team • Simple to use handheld & setup wizard; no engineering degree, tuning experience or laptop computer needed

Fuel Injection Is All We Do, That’s Why EZ-EFI® Offers More Features, More Flexibility & More Efficiency. At FAST™, we put over 15 years of firsthand EFI knowledge and tuning expertise into creating a self tuning fuel injection system that stands above all others. Unlike our imitators, we didn’t subcontract out the development of our system to third party firms. Our system is developed 100% in-house by a staff of full-time EFI engineers that continually update and improve the EZ-EFI®.This means you get a more refined product. Quite simply, the award-winning EZ-EFI® has been recognized by nearly every major media outlet in the industry and confirmed by thousands of satisfied customers. It’s the safest, easiest solution for making the switch to EFI. Don’t gamble with an unproven imitator when you can have the peace of mind of a proven system from a real electronic fuel injection company. With a clearly labeled wiring harness and intuitive Setup Wizard to walk you through the setup process, there is simply nothing easier than EZEFI®. Whether it’s a simple carb replacement, a dual quad setup or an engine transplant system, FAST™ has an EZ-EFI® system to fit your needs. And every one is backed by a lifetime warranty and the industry’s most experienced and knowledgeable tech staff.

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One Man’s Experience With Pro Touring Competition

LME BUILDS 502 CUBIC INCHES OF LSX POWER 20 Want Big Power? Go With Big-Cubic-Inch Engines



DuPont Performance Coatings Changes Name to Axalta Coating Systems






All Oils Are Not Created Equal, and the Lies About Zinc Could Lead to Engine Failure




FAST Steps Up for 2013 With an Even Cooler EZ-EFI



Getting the Most Out of Your New Performance Cam



What an Engine Builder Can Learn From Spintron Testing With COMP Cams



TCI EZ-TCU and Upgrades for Improving TCI's StreetFighter 4L80E Trans







Adding Bling to a Pro Touring Camaro

START-IT-RIGHT TIPS Tips for Installing an Ultra-Duty Starter From Quarter Master

MUSCLE BUILDING: THE EVOLUTION OF HANDLING 94 The Legacy Street Rod Suspension Builder Has Become a Premier Muscle and Performance Car Suspension System Designer


Camaro Door Seals Never Fit Right— Until Now

EZ-EFI 2.0

Selecting His Favorite 'Driver' May Be the Toughest Challenge for PGA Tour Golfer Kenny Perry


Products to Keep the Popular Camaro and Mustang Pony Cars Cool


Advanced Engineering Technology Conference Review 2012





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NEWS Retrobuilt Motors’ “New” ’69 Mustang Features 2013 Mustang Underpinnings

CLASSIC MUSTANGS REBORN—KINDA RETROBUILT MOTORS’ NEW 1969 FASTBACK CONVERSIONS FOR MODERN MUSTANGS Restoring a vintage Mustang is a major undertaking—and when you’re done, you have a beautiful but not particularly practical vehicle. Buying a new Mustang means you get turn-key reliability and stunning performance thanks to Ford’s most powerful line of engines ever offered—but nothing special. Now you can have the best of both worlds with the new Retrobuilt Motors ’69 fastback, based on a modern Mustang. Starting with a new Mustang GT, Retrobuilt reskins the car with new body panels and trim to replicate the appearance of the much-loved 1969 fastback. The result



is nearly indistinguishable from an original… until you open the door and are greeted by a comfortable, cutting-edge modern interior. “Over the past few years we have been working toward this moment,” says Retrobuilt Motors founder Clinton White. “After working on several previous Retrobuilt models that fused classic styling cues with new Mustangs, we think we’ve come up with something really special. From the grille to the taillights and everything in between, this car looks just like a 1969 model, but is based on the Coyote-powered 2012 GT that is arguably one of the best muscle cars ever made.”

The Retrobuilt ’69 fastback features steel and fiberglass body panels, chrome trim, custom HID lights, custom hood pins and vinyl graphics to replicate the classic styling of the original ’69 fastback. The conversion can be ordered with a “Racing” package, which adds a supercharger that boosts the Ford V-8 powerplant’s output up to 500 HP. The package also includes new Baer brakes and full Eibach suspension that not only surpasses the stopping and cornering abilities of an original ’69, but also outperforms even current Mustangs. For more details, go online to




’32 FORD 80TH-BIRTHDAY BASH SOME CARS JUST GET COOLER WITH AGE To celebrate the 80th anniversary of the 1932 Ford, the legendary SOCAL Speed Shop recently debuted a custom ’32 roadster nicknamed “Coyote.” The hot rod features Ford Racing’s latest engine technology with its 625HP supercharged Coyote 5.0L powerplant. Shifting gears via a six-speed manual transmission and featuring a Dearborn Deuce all-steel cabriolet body sitting atop a SO-CAL Speed Shop New Traditionalist chassis, the Coyote pays homage to SO-CAL Speed Shop founder Alex Xydias, who celebrates his 90th birthday this year. The throwback gold and white paint worn by the Coyote was inspired by the shop’s first P-38 Belly Tank Lakester racecar that has become part of land-speed racing lore thanks to countless records felled on the lake beds of Southern California and the famed salt flats of Bonneville, Utah. Xydias and the Lakester were also on hand for the unveiling of the Coyote. “SO-CAL Speed Shop has long collaborated with Ford, as has Detroit Street Rods,” says SO-CAL President Pete Chapouris. “Judging from DSR’s huge success with their 75th Anniversary Deuce program, it just made good sense for us to do the Coyote 5.0 project in the Motor City.” From its debut at the Las Vegas SEMA Show, the Coyote was transferred to its new home at the SO-CAL Speed Shop in Pomona, California. It will be displayed when it’s not making appearances at various events during the 2013 show season before ultimately being sold at auction, with the proceeds being donated to charity.


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POWER & PERFORMANCE NEWS ONLINE ONLINE EDITOR.................... DAN HODGDON SOCIAL MEDIA...................... DAN HODGDON Power & Performance News® is published quarterly in the interest and growth of high-performance aftermarket products and services. The magazine consists of dedicated information from participating partner companies with the mission of disseminating unfiltered editorial on companies, products and services directly to the targeted audience of the automotive enthusiast. Each quarterly publication is dedicated to a market segment theme of street performance, circle track racing, drag racing and street rods & muscle cars. Editorial and advertisements for each issue originate from partner companies participating in the magazine. Power & Performance® News is a hybrid of digital online publication as well as quarterly print media. Magazine distribution occurs through selected placement of the publishing company and the internal methods chosen by partner companies.

No part of this magazine may be reproduced without written consent of the publisher. All rights reserved. Printed in the USA.





2013 HOT ROD POWER TOUR GOLDEN TICKET $10,000 AWARD AND ENGINE BUILDER COMPETITION HEADLINE THIS ANNUAL HORSEPOWER HOLIDAY WEEK Each year the Hot Rod Power Tour is one of the biggest and best road trips in the nation for performance enthusiasts. In 2013, the weeklong affair kicks off in Arlington, Texas, on Saturday, June 1, before wrapping up in Charlotte, North Carolina, on Friday, June 7. Along the way, the tour will make stops in Texarkana, Arkansas; Little Rock, Arkansas; Memphis, Tennessee; Birmingham, Alabama; and Chattanooga, Tennessee. As always, the COMP Performance Group trailer and staff will be there every step of the way. Among the special promotions slated for the week is the return of the popular Golden Ticket contest. In this program, Long Haulers are rewarded for promoting and supporting CPG brands such as COMP Cams, TCI, FAST, ZEX, RHS, Quarter Master, Inglese and others. The CPG event staff will scour the grounds at each location and will hand out up to 25 Golden Tickets during the week. In Charlotte, one name will be randomly drawn to win a product certificate valued at $10,000; it can be used on a single purchase across any of



Hot Rod Power Tour. the COMP Performance Group brands. In addition, three separate COMP Cams Engine Builder Duels are scheduled, with contests slated for Monday, June 3, through Wednesday, June 5, in Little Rock, Memphis and Birmingham, respectively. The duel pits two, two-person teams against one another to see which one can completely assemble and crank a small-block Chevy in the shortest amount of time. Finally, in 2013, CPG’s FAST fuel injection brand take will over as the Main Stage Sponsor. This placement is sure to draw plenty of attention to the emerging leader in EFI technology.

2013 COMP CAMS ENGINE BUILDER DUEL SCHEDULE • Monday, June 3: Little Rock, AR • Tuesday, June 4: Memphis, TN • Wednesday, June 5: Birmingham, AL • Friday, July 12–Sunday, July 14: Columbus, OH • Friday, July 19–Sunday, July 21: St. Paul, MN • Friday, October 4–Sunday, October 6: Ft. Worth, TX Engine Builder Duel dates will be staged at three locations on the Hot Rod Power Tour on June 3, 4 and 5.

Need Valve Train Answers?



COMP Cams® Wants To Help.


Goodguys Rod & Custom Association Selects COMP Cams as the Preferred Camshafts and FAST as the Preferred EFI Technology Each year, Goodguys holds major automotive events for enthusiasts across the nation. The AllAmerican Get-Together in Pleasanton, California, Columbus, Ohio’s PPG Nationals, and the Southeastern Nationals at Charlotte Motor Speedway are just a few of the events that fall under the Goodguys umbrella. COMP Performance Group brands will have a strong presence at every event in 2013. COMP Cams continues its billing as the “Preferred Camshaft of Goodguys,” a title the company has held since 2005. Meanwhile, FAST embarks on its maiden season as the Preferred EFI Technology. “Being involved in the Goodguys events has always been very important to the COMP Performance Group, as the attendees at these shows are passionate automotive people just like us who demand the best for their cars and trucks,” said CPG VP of Marketing Chris Douglas. “We believe that our industry-leading components are a perfect fit for this group, and we’re very proud that the COMP Cams and FAST brands will be front and center in 2013.”

Call our toll free valve train techline for personalized advice and product support Mon–Fri, 7am – 8pm CST. Our knowledgeable and friendly staff will help you assemble the right valve train for your engine the first time. Our website is the industry’s leading online destinations for high performance valve train information. With product FAQs, specs, manuals and more, it has everything you need to find the perfect parts for your engine.


Support Forum Staged at the legendary Autobahn Country Club outside Joliet, Illinois, racers, enthusiasts and car show folks will have their day in the sun.

The Heidts Performance Car Challenge returns this spring to the famous Autobahn Country Club in Joliet, Illinois (near Chicago), under the direction of the American Street Car Series staff. This is your chance to have some fun and sharpen your skills with some of the fastest Pro Touring and street cars in the industry at one of the best racing facilities in the country. Media coverage for the event includes editors and staff from Super Chevy, Muscle Mustangs & Fast Fords and Camaro Performers. The event will also be documented by the folks at Power TV, who will be creating a video of the racing to be posted on the Heidts website shortly after the conclusion of the event. Saturday racers will have access to the Autobahn Country Club North Track to test their vehicles and driving skills on the 1.8-mile technical circuit. The autocross track will offer a driving test of man (or woman) against

a tight, cone-outlined track as participants race against the clock. As a special added test of driving skill, the Speed Stop Squared Competition, a combination of braking test, drag race and autocross, is sure to entertain. In addition to Saturday’s driving events, a car show will be staged, with participants eligible for multiple class awards as judged by top industry builders, including the highly coveted Best of Show award. The Heidts Performance Car Challenge is open to all domestic performance cars regardless of year of manufacture—1964 Mustang to 2011 Camaro, 1969 AMX to 2010 Challenger—bring them out and have some fun! Participant registration is limited to 70 vehicles to ensure that all racers will have plenty of track time. To register, simply go to and click on “register.”



Prefer to seek advice online? COMP Cams® has made finding answers on the web easier than ever with our online product support forum. Simply post your question and our experienced technical staff will provide timely advice.

Instant Chat Our instant chat feature connects you directly to our staff of trained technicians through a chat window on our website.

Also join us on Engineered To Finish First.








NEW TO QR CODES? It’s easy! You will need a smart phone or other scanning device. Simply download a QR-Code Reader App on your phone and then scan the code to send your phone’s web-browser to the link. We’ve also printed the URL if you like to type.




For drivability, throttle response and fuel economy, electronic fuel injection is the way to go. Here, the crew at Power Automedia swaps out a carburetor for the FAST EZ-EFI system in their 427 LSpowered Chevelle. They walk viewers through all the aspects of installation, from connecting the first wires to a test drive on the street, and provide a variety of tips and suggestions along the way.

Ever been stumped by camshaft valvetrain terms? This video does a great job explaining the hard-to-understand “camshaft-ese.” Nicely animated and easy to follow, this video helps you figure out the specs on your new camshaft, and provides a great background on a topic that few folks really understand.


Cooling issues are a common problem with Corvettes due to limited air circulation found under the hood and the big, high-performance, heat-producing engines generally found in these cars. This direct-fit Flexa-fit aluminum radiator and electric fan from Flex-a-lite for ’68-’82 Corvettes is the perfect solution for these cars. The new radiator-and-fan combination bolts in without any drilling or cutting, requiring only approximately four hours for installation.



Help Your SBC Reach Its Full Power Potential At The Track



We tend to think of bolts as rigid items that we tighten to hold something in place, but did you know a properly torqued fastener is actually stretched like a spring? This short video demonstrates that principle and shows how you can learn more about proper fastener torque from the high-performance hardware experts at ARP.

PRO ELITE™ SBC 23˚ ALUMINUM CYLINDER HEADS FEATURE CNCPORTING TO MAXIMIZE AIRFLOW FOR MORE POWER & RPM RANGE Precision-machined Pro Elite™ heads are built for performance and durability in a variety of late model, stock and modified classes. The factory CNCported 228cc intake and 82cc exhaust runners are designed to optimize volume, atomization and velocity, while the 69cc combustion chambers are CNC-ported to relieve valve shrouding. 2.055" multi-angle intake and 1.600" radius exhaust valve seats also allow for superior airflow, thereby increasing horsepower.


This high-action video shows the potential of the popular 2007-2010 Jeep JK when upgrading with the new Hypertech Max Energy Power Programmer. The video demonstrates the large number of variables controlled that can be adjusted by the programmer to increase the off-road capabilities of this cool offroad machine.

23° Aluminum Intake Manifolds Provide the power and strong torque curve throughout the mid-RPM range up to 434c.i. These intake manifolds are port matched for RHS® heads and accept all SBC bolt patterns.


Sometimes a good video is the best way to explain a complex concept…and who is better at explaining tech than legendary cam designer Billy Godbold? COMP Cams created this video to explain to tech-minded folks how Variable Valve Timing (VVT) and cam phasing works with regard to camshaft design. The video does a great job of helping folks with modern muscle cars understand just how camshafts integrate into these sophisticated engines and improve their performance potential.






PH: 1.877.776.4323 9154h



Ride along with Heidts lead engineer Jim Shaw as he tests the new Tri-5 Independent Rear Suspension fresh from the drawing board. Now available from Heidts, the new system incorporates the Heidtsdesign IRS that bolts into the stock frame rails.


In this video, the team at Late Model Engines in Houston puts together a killer 502ci engine that will go under the hood of Power Automedia’s project ’69 Camaro. “Project Blank Slate” has been rusted and neglected, but it’s being purpose-built to be a dominating street and autocross car. The engine features the RHS LS Aluminum Race Block, RHS Pro Elite LS7 cylinder heads and a COMP Cams LSX camshaft, along with COMP valve springs, pushrods and hydraulic roller lifters. A FAST LSXR 102mm Intake Manifold, XFI Fuel Injection system and FAST billet fuel rails and fuel injectors top off the monster build. Watch as the engine goes together and makes huge numbers on the dyno.


Troy Ladd’s Hollywood Hot Rods opened in 2002 as a way for its proprietor to live his dream. Since then, the shop has turned out some of the most recognizable street machines ever created. In this behind-the-scenes video, Ladd talks about how he approaches car building as an art form.



The LS Aluminum Race Block from RHS has revolutionized the LS engine market. In this video, the staff at Power Automedia takes a detailed look at the block’s technical specs, then visits Late Model Engines in Houston to put together a 500cid powerplant using the LS Race Block and RHS LS7 cylinder heads.

Build A Better LS Series Motor There are many excellent products available to boost the performance of GM’s popular LS-Series engines. Unfortunately, the OEM fasteners that perform critical functions are not designed to handle it. In fact, they are TTY ( Torque To Yield) bolts that are typically tightened to 100-110% of their preload and are yielded. They are at their limit. And under no circumstances should they be re-used. ARP® offers a solution to the problem in the form of superior strength head and main studs (or bolts), rod bolts, and every other important fastener on the engine. They are designed to provide an increased clamping load and have a substantial safety margin. Naturally, they can be re-used time and time again. We’ve compiled a handy 8-page booklet that lists everything that ARP® makes for the LS. You can download it from our website ( or request a copy. A free full-color 108-page 2013 catalog is also yours for the asking.


New 2013 catalog and LS Product Guide a free upon request.



From late-model performance vehicles, such as this Kenny Brown GT4S Mustang, to classic muscle cars, events such as the American Street Car Series allow beginners and novices alike to race in a safe venue.

One Man’s Experience With Pro Touring Competition Let’s face it—if you’re into the muscle car scene, you’re well aware of the growing popularity of various open track and autocross events. If you haven’t noticed, well, get with the times. If you’re familiar with the American Street Car Series (ASCS), you’ll know its primary event, Run To The Coast in Irvine, California. We recently had a chance to attend this event and were entertained with the fun to be had entering our vehicle. From a participant’s standpoint, all you’ll need is an Americanpowered early- or late-model vehicle, a helmet, proper safety pieces and treaded rubber on all four corners with a minimum of 200 tread wear.

SATURDAY AND SUNDAY EVENT: RUN WHAT YOU BRUNG Our ASCS Run To The Coast heroes, Yancy Johns and Brian Finch, led the show and made it clear to have fun and remain safe. The day began with a tech inspection to ensure safety during the competition. After each vehicle is approved and given a run group, the drivers meeting is held.



The meeting consisted of reviewing some basic requirements outlined when we registered. One key point: Always remain with your assigned run group. The road course would feature five cars on the course at once (a run group), with an estimated 1.8 miles of worth of cones to battle. For the autocross course, participants would be competing against the clock one at a time through a predetermined course. As for the Speed-Stop course, this year ASCS spun it a bit differently, offering two identical courses, consisting of a 1/8-mile drag race to a hairpin 180-degree turn into a slalom return. Best of all, two cars would compete at once, making for an excellent spectator sport. To follow up each day’s racing and determine the winner, the fastest racers of the day would enter into a shootout on the autocross track. Top time of that event would determine the winner. One of the best aspects of the autocross is that speeds are relatively low, and killing a cone the only casualty. But the seemingly simple autocross certainly can be a humbling experience. The key is to test different lines of driving through the cones and maintain speed through the corners to generate the best time. On a short autocross course, a few misplaced taps

This second-generation Camaro is typical of the type of car that often participates in Pro Touring competition. Owner Randy Johnson is highly competitive in Midwest Pro Touring events.

of the brake will net a poor time. One of the biggest time killers is too much steering input, which serves to scrub off speed and relegate you to a back-of-the-pack performer.

ROAD COURSE: SPEED AND DRIVING SMARTS REQUIRED One of the events that sets the American Street Car Series apart from the rest of the industry is its full-on road course competition. While it may appear to be nothing more than a larger version of the autocross, it requires a completely unique set of driving skills to handle the much higher speeds. In this case, with 1.8 miles of uninterrupted driving area, the road course is the most popular and most challenging of the three events staged at the Run To The Coast competition. As noted, the road course is the signature event of the competition. Each run group enters the road course and follows the parade car, usually driven by an event staff member. This slow-speed check-out drive allows drivers the chance to feel out the track and become familiar with the turns, braking points and how to enter and exit the corners for the best possible time. Inevitably, those who enter turns too fast learn quickly about powerslides and spinouts. More fun for the spectators.

Suspension development for Pro Touring vehicles covers a range of upgrades, from tuned spring, shock and sway bar modifications to the sophisticated but still bolt-in Heidts IRS suspensions.



One of the keys to handling is shock absorbers, which drastically affect handling and final race times. Coilover shocks such as this one show the level of technology found on many Pro Touring vehicles.

Going hand in hand with a great-performing suspension is a powerplant that can get you around the course, whether it’s a full road course or autocross. This supercharged Ford engine is more than up to the task.



SPEED-STOP CHALLENGE: “DRAG IT OUT AND STEER IT BACK” Ever wanted the best of both worlds—a blend of drag racing and corner carving on the same course? Well, at the ASCS Run To The Coast, your wildest dream comes true. With a true drag race Christmas tree start, complete with amber, green and red lights, contestants enter the timed circuit facing away from each other in an opposing fashion. Once the light turns green, the cars launch from the starting line at full speed with throttle wide open. At the top end, each driver was met with a brake-challenging 180-degree hairpin turn that led directly into a slalom course back to the finish line. Each driver had to stop in a predetermined cone box. First one back to the box with a complete stop wins.

AUTOCROSS: SLOW IS FAST Clearly one of the crowd favorites, the autocross allows both veterans and beginners to battle it out against the clock. The autocross is a great opportunity for participants who have essentially never raced before to get in their cars and let it all hang out, sliding through tight corners and accelerating under power to the next corner before setting up for the next tight turn. The autocross is delineated by a series of cones, and racers trigger the timer by passing through an electric eye as they enter the course. The racer then drives through the tight cone course, tripping a similar set of lights at the finish to stop the timer and generate an elapsed time. Key to winning is delivering the right amount of braking, acceleration, and taking the fastest line through the course. Most courses are in the realm of 25 to 45 seconds in length, the winner often determined by a tenth of a second or less.

TODAY’S RACING While Pro Touring cars are built for speed and competition, the key to this phenomenon is the creation of cars that can be driven. For fans of driving their vehicles, this is a great time in car-building history. In the past, Pro Street

W H A T D O I N E E D T O R A C E ?

HERE IS A PARTIAL LIST OF RACING VEHICLE REQUIREMENTS FOR AMERICAN STREET CAR SERIES*: 1. Must complete a tech sheet and pass tech inspection. 2. Seat belts are required in all cars. Installation and the use of shoulder belts or aftermarket harnesses are strongly recommended. For convertible, open-top, and cars with Targa-tops/T-tops in the open position, a factory three-point or aftermarket four- or fivepoint harness is required (no lap-only belts in open cars on road course). Attached hardware for belts must be in good condition, secure and tight. Three-, four- or five-point harness must be installed and routed per manufacturer’s specifications and are required for the all-out class on the road course. 3. Roll bars or roll cages are strongly recommended in all cars but mandatory on all convertibles for road course. The top of the roll structure may not be below the top of the driver’s helmet when the driver is in the normal driving position. We approve, among others, the Tigercage by Ridetech, roll cage kits offered by DSE and the Shelby bar offered by Gateway Classic Mustang. 4. All loose items, inside and outside the car, must be removed. Handheld items, such as but not limited to, cameras and cell phones, are considered loose items. This also includes non-secured floor mats. 5. Any cameras, if installed, must be securely mounted to handle driving maneuvers. 6. Wheels must be safely affixed. All studs and lug nuts must be present/functional and tightened to manufacturer’s specs. 7. Tires must be in good condition, with no cord or belts showing or cracks in the tread or sidewall. Each tire must have a tread rating of 200 or more. Tires may not have cord visible at any time during competition. 8. Throttle return action shall be safe and positive. 9. No excessive fuel, oil, water, radiator fluid or brake fluid leaks should be observed. 10. Brakes must have an adequate pedal, sufficient fluid in the master cylinder and no apparent hydraulic leaks under pressure. Vehicles must have a brake mechanism acting upon each wheel. 11. Wheel bearings, shocks, steering and suspension shall be in good operating condition. 12. Exhaust must exit behind the driver or to the side of the car and be securely installed. Mufflers are required unless sound level at participating event does not require such. 13. All batteries shall be attached securely to the frame or chassis structure. 14. Roll bars may not be below the top of the driver’s helmet in normal driving position. 15. Fuel tank/cell must be located in a safe location and firmly secured/mounted and vented if required. 16. Fire extinguisher, 2.5 lb or more, must be attached and accessible. Road course only.   * For full rules, go to and click on rules.



The key to winning top time of the day is finding the perfect line around the course. Hanging it out in the right corner can slow your time—or improve it, depending on when and where you hang it out.

Tuning your suspension and tires is critically important. Tire pressures should be measured throughout the time on the track— along with tire temperatures to measure even tire contact.

cars generally were cool to look at, yet struggled to be racing fit. And show cars often had no drivable purpose—they were built simply for static show competitions. Today’s Pro Touring cars drive, and often are daily drivers—when required. They feature running lights and brakes along with interiors designed for both comfort and racing purpose. Air conditioning is commonly part of the mix, even with cars that were not originally configured, especially classic muscle-car-era machines.



The American Street Car Series has done a great job creating and conducting Pro Touring-type events that celebrate the Pro Touring fans, as well as folks who just enjoy driving their cars. “We were the first company to offer autocross and drag racing competition to the Pro Touring segment,” ASCS President Bill Howell says. “Over the years, that has progressed to the point that in 2012 we did six events across the country and we feel we are the leader in track days, focused on letting people get true track time on road courses and setting

up autocross venues that give people a chance to improve their driving skills and enjoy their cars. “We encourage both seasoned drivers and novices to attend our events and make sure both groups get their money’s worth when they attend our events. We hope to see you there. Register now so you don’t miss out on the fun.” Check out the ASCS website for a Pro Touring competition in your area:


The Late Model Engines (LME) dyno tests the mettle of our special-build LS engine. On the dyno, our efforts resulted in 720 HP and 669 lb-ft of torque.

LME BUILDS 502 CUBIC INCHES OF LSX POWER Want Big Power? Go With Big-Cubic-Inch Engines The 502cid engine combination has been a favorite with big-power performance fans as a solid, high-torque and high-power engine. Recently, our friends at Late Model Engines (LME) started screwing together a wicked 502cid LSX engine combination that we felt deserved significant exposure due to its ability to be duplicated by engine builders across the country. The engine is based on one of Racing Head Service’s (RHS) 9.75inch tall-deck aluminum blocks and RHS Pro Elite LS7 cylinder heads. The block is cast from premium A357-T6 aluminum alloy and features a raised cam tunnel, Siamese bores, billet main caps, and many other tricks, including the ability to be used in a dry-sump configuration, which makes it an extremely racer-friendly engine block. Lunati’s huge 4.6-inch stroke crankshaft, combined with its 6.300-inch lightweight Lunati connecting rods, will swing a set of 11.5:1-compression Wiseco slugs to displace a whopping 502 ci from the small-block platform. RHS’s Pro Elite CNC’d LS7 heads have been recently redesigned,



and have been supplemented by a set of Ferrea titanium intake and Pro Alloy exhaust valves, along with a complete contingent of Comp Cams valvetrain products. A custom hydraulic-roller from Comp Cams’ LSX line is ground with 0.660-inch lift on both intake and exhaust lobes, while duration comes in at 254 degrees on the intake and 266 degrees at 0.050 on the exhaust side. ARP, Clevite and Total Seal also have earned their respective places in our build. It uses FAST XFI for engine management and came off the dyno making a very potent 720 HP at 6,400 RPM and 669 lb-ft of torque at 5,300 RPM.

THE BLOCK The RHS LS Race Block is a state-of-the-art block created to handle the most demanding performance requirements imaginable. For quality control assurance, RHS performs a CT scan on each block (similar to a medical CT scan) to maintain maximum casting precision and consistency.

Beyond Zinc,

HOT RODS Need More

At the heart of our build is this RHS LS Race Block. The fruit of RHS engineer labor and intense research, this block is the strongest and most versatile available for LS engine builders. Using computer-aided design, the cylinder walls are Siamese cast with press-in spun castiron liners. Cylinder liners are available in both standard deck (5.67/5.87-inch—same as the LS7) and tall deck (5.94/6.38-inch) lengths. Also featured is a six-bolt head design with a full water jacket around each cylinder (based on the LS7 design). Combine all of these features with a superior finish quality—thanks to the RHS patented Clean Cast Technology—ultraprecise computer-aided design and extra surface material to allow custom machining, and you’ve got a GM block that sets a new benchmark for LS horsepower, torque and durability.

THE HEADS RHS Pro Elite aluminum cylinder heads for

Zinc (ZDDP) is a critical engine oil additive, but it’s only one component of what makes Driven Hot Rod Oils the preferred choice of top hot rod and muscle car engine builders. Because these cars are not typically daily drivers, Driven Hot Rod Oil goes beyond ZDDP by also providing critical storage-protection additives to guard against internal corrosion and dry starts. Available in petroleum and full synthetic formulas, no other oil provides this unique combination of advanced lubricant chemistry. See Our Website Training Center For Articles On Properly Protecting Your Hot Rod Engine.

LS7 applications are designed with a 12-degree valve angle and unique 0.220-inch raised intake runners to provide a better line of sight into the cylinders and allow for an improved short turn. In addition, custom CNC-machined runners optimize volume, atomization and velocity. Engineered from 355T6 aerospacegrade aluminum alloy, the heads feature the popular LS six-bolt head design, making them compatible with both the RHS LS Race Block


BRAND X 20W-50 Results of 1,000 hour severe storage simulation

Innovations In Lubricant TechnologyZero Compromises

Featuring 12-degree valve angle and 0.220-inch raised runners, RHS Pro Elite cylinder heads deliver increased flow for better performance. 9165j




The FAST fuel rails are compatible with the LS Race Block and Pro Elite heads and pair up nicely with the FAST XFI 2.0 system, which features an extensively expanded number of capabilities, giving the engine tuner more control than ever before.

These forged aluminum pistons from Wiseco result in a final compression ratio of 11.5:1.



and all OEM or aftermarket GM LS-type blocks. The design also increases clamping capacity to improve cylinder head gasket retention on high-horsepower and boosted applications. These features, and a 0.750-inch-thick deck surface, increase integrity in high-cylinderpressure applications. In addition, the Pro Elite heads have a reinforced solid rocker rail engineered for shaft mount rockers to provide increased rigidity and valvetrain stability. Raised 0.400-inch valve cover rails provide clearance for aftermarket rocker systems, while the raised runner and rolled valve angle increase

The engineers at FAST teamed up with the airflow specialists at RHS to develop a threepiece polymer intake manifold for cathedralport GM LS1 engines. The new LSXR 102mm intake manifold for LS1 engines offers all of the modular advantages of removable runners, while achieving modest gains in performance over the already proven original LSX design. Building upon the performance legacy of the original FAST LSX Gen III manifold, the new LSXR 102mm intake manifold features a three-piece modular design that allows easy disassembly and porting. Extensive testing led to a runner design that is longer and less restrictive, yielding both torque and power gains over the stock intake.




The camshaft business is full of grinders and resellers that will sell you their “secret” grind in an effort to make you believe that it’s the answer to all your performance needs. Unfortunately that’s usually not the case, as that “secret” grind is just reverse-engineered lobe technology that they have adapted to multiple engine types and valve train setups. At COMP Cams®, custom really means custom. COMP Cams® is the only custom camshaft designer that is trusted by the top engine builders in the country to meet the exact needs of their engine combinations.

Custom Cams In 72 Hours & No Extra Fees. The real truth is that most cam grinders don’t have the design technology, experience or production capacity to create a truly custom cam that’s guaranteed to be the best fit for your combination. But that’s what COMP® does best. In most cases, we can design and manufacture your custom camshaft in less than 72 hours for no added cost over a shelf grind on a comparable cam core.

Satisfaction Guaranteed. Regardless of your engine combination and usage, we have the camshaft technology to satisfy all your performance demands guaranteed. Each and every custom grind cam we produce is covered by the unmatched COMP Cams® satisfaction policy. Bottom line, if you’re not satisfied with your new custom camshaft – we’ll regrind it at no charge. How To Order

Custom Cams

After listening to racer input and appeals for specific features, FAST engineers have designed the revolutionary new XFI 2.0 with a host of improved functions and advanced capabilities. This new version of the popular electronic fuel injection system includes everything from the original XFI, but adds an expanded user interface that controls an assortment of new options, including power adders, forced induction, progressive controllability and other advanced racingspecific strategies and features. The system’s forced-induction controls include a time-based boost controller, userselectable fixed VE and/or fixed timing for boost building, and staging repeatability. The progressive power-adder controls include configurations for both wet and dry applications, separate tables for poweradder solenoid control and fuel control, useradjustable solenoid pulse frequency, choice of fixed-target air/fuel or standard air/fuel table and a dry power-adder fuel delay. The XFI 2.0 also features a Self Learning Auto Tuning VE Table, which is an automated process option that makes for quick and easy fuel mapping. However, this option can be turned off for manual tuning. The self-learning mode can also be used to speedily and accurately populate a base tune, and then turned off for fine-tuning or custom control by the user. It can

Every Engine Combination Is Different. If You Are Serious About Making Maximum Power, You Need A True Custom Cam Design; Not A One Size Fits All “House” Grind.

ELITE RACE™ SOLID ROLLER LIFTERS With today’s cam designs, solid roller lifters face grueling punishment on every pass. Finally a company has answered the call with a revolutionary design to withstand even the toughest high RPM conditions. • Oversized (.400" diameter) axles utilize dual oversized alloy retaining pins, keeping the roller lifter body ears from flexing • Unique center & top axle oil outlets provide lubrication throughout the entire axle – directly to the needles which need it most • Captured link bars designed to provide maximum valve train control & dynamic stability at very high-RPM • Modular design allows the pushrod insert to be swapped for centered, left or right offsets Engineered To Finish First.




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overall flow capability. These features, coupled with an improved water jacket design, make them ideal heads for both small- and largecubic-inch, hardcore street applications.

CAM HELP® 1.800.999.0853


W W W. C O M P C A M S . C O M

even be configured to turn on/off automatically depending on conditions. Other new features include a user-adjustable battery voltage injector opening correction table; fixed timing test mode; spark vs. coolant temp offset table; configurable target air fuel offset table vs. coolant temp table; selectable safety feature to deactivate power-adder features in event of fault; automatic and manual TPS calibration modes; additional transbrake control features; and improved on-board diagnostics.


(877) 334-8355


(877) 776-4323

The FAST LSXR 102mm intake is required for this big-power application and works as a perfect accessory to complement the RHS LS Race Block and RHS LS aluminum cylinder heads.


What 720 HP looks like under dyno duress!



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Gary, Mike and Ryan Holzapfel represent three generations at Automotive Racing Products.

A BRIEF HISTORY After all the time, effort and expense you put into building a performance engine for your hot rod, racecar or even your daily driver, it stands to reason that you should step up and use the finest nuts and bolts you can get to hold it all together. Nothing is worse than seeing thousands of dollars of parts tearing themselves apart because a fastener simply wasn’t up to the job. A long time ago (in the ’60s), Gary Holzapfel saw too many friends’ engines fail because of inadequate fasteners, and he decided to do something about it. Starting out in his garage, he used his experience in the aerospace industry to make racing-specific fasteners to address the needs of his buddies. His nuts and bolts worked. And people noticed. Fast-forward 45 years or so and Automotive Racing Products (ARP)



is now a highly diversified manufacturer with seven operational entities in Southern California with a combined area in excess of 200,000 square feet. ARP does its own forging, heat treating, machining, centerless grinding, thread rolling, finishing and packaging/warehousing in Santa Paula and Ventura, California. Even though ARP is a huge entity, it is still a family-run operation. Gary, son Mike, and grandson Ryan represent three generations of Holzapfels working at ARP. They are rightfully proud of that fact. It’s the only way they can ensure that Gary’s original legendary attention to detail never diminishes. Consistency and repeatability is the key in any application where fasteners are used. The Holzapfel way is to control everything that you can in order to assure optimum quality control, and that means doing it all in-house. ARP controls all aspects of the manufacturing process, from

ARP uses only the top two grades (SDF and CHQ) of metal, which cost twice as much, but provide the foundation for defect-free fasteners.

These machines perform the stud cutoff. ARP has modified many machines to do very specific and precise operations.

start to finish, in-house. And that means it’s all made in the USA, another important point to them.

MATERIALS ARP starts with premium-grade materials, including several proprietary alloys. The ever-popular 8740 chromemoly steel is purchased in only the two top grades (SDF and CHQ), which cost twice as much and vastly improve the reliability of the fasteners. Typically, ARP uses the most expensive grade—shaved-seamless, guaranteed defect-free. And samples from each batch are subjected to a complete metallurgical inspection. ARP continually researches and experiments with new alloys and manufacturing processes—one of those is very high-strength chromium-nickel alloys such as Custom Age 625+.

HEADING PROCESS Turning the raw material into a fastener begins with forming the head of the bolt through either a hot or cold heading process, also known as forging. ARP specializes in cold heading and has patented several processes. Some of the machinery was custom built or converted for specific use by ARP. The machines are maintained by ARP, too. Nothing has to be left to the whims of other companies.

HEAT TREATING Proper heat treating is critical to the life of a fastener. The temperature, the length of time the part is held to a specific temperature, and other factors are all part of the recipe that gets exactly the strength

Even the maintenance and repair of the machines is done in-house at ARP.

and reliability needed. Some parts are brought all the way up to 1,550 degrees in as long as an eight-hour process. The internal quench furnace (IQF) is followed by a thorough washing and then a draw oven to bring the Rockwell hardness within spec for the material type. It is also worth noting that ARP heat-treats before rolling the threads on the bolt. It’s more difficult to do, but results in a better part.

CENTERLESS GRINDING Centerless grinding is a process that can take as many as 10 machining steps to get a part perfectly concentric. ARP has many of these machines, some set up for specific parts, in order to take advantage of the perfection. But ARP goes the extra mile in every aspect, even down to how often they dress the grinding wheels. PPNDIGITAL.COM


Powerful cold-forging equipment is used to make ARP’s hex and 12-point nuts.

The finishing touch for most chromemoly fasteners is the blackoxide operation. Parts go through a series of baths.

Some bolts begin as induction-heated lengths of bar stock that are forged on huge presses with the desired head shape.

SHOT BLASTING After heat treating, fasteners are shot-blasted to make the surface smooth, remove scale, and relieve tensile stresses. In some applications, they are sent through tumblers to de-burr the fastener.

Heat-treating is critically important to proper tensile strength. Fasteners are placed on special vertical racks for complete 360-degree penetration.

Shot-peening is a process used to modify the mechanical properties of metals to make them stronger.

THREAD ROLLING Rolling the threads into the fastener blanks roll-forms the threads, under incredible pressure, into the material instead of cutting material away to create threads. This produces a better, stronger, more uniform thread. The fatigue strength has been measured as up to 10 times higher than fasteners that are threaded before being heat-treated.

BLACK OXIDE The only way to have complete control over the entire process of making fasteners is to also do your own black-oxide treatment. This is not a small endeavor, and one can imagine the difficulties it brings up with the California regulations. But it’s an important step, and ARP doesn’t want to farm any part of the process out to others.

ARP performs the thread-rolling operation after heat treating, which results in a fatigue strength 20 times better than fasteners rolled prior to heat treating.

A series of thread checks is used. There is a separate thread-checking machine for each-size part.

BEYOND AEROSPACE QUALITY “Aerospace quality” is a phrase that has been used to denote the highest levels of quality, but the reality is that there are higher standards,



A bank of CNC machining centers is employed to perform specialty operations.

High-powered magnification is used for inspection of products. The quality control at ARP is relentless.



ARP has two of these sophisticated Amsler fatigue machines that test tensile strength.

With A New Look FAST™ LSX™ 92mm Intake Manifold Is Now Available In Black.


and ARP uses them. ARP is ISO 9001/ AS9100 certified. Every nut and bolt has its own specifications for stress, tensile strength, temperature limit, and many more parameters. So, saying something is built to aerospace quality is useless if the product is compared to a screw that holds a piece of tin to the door. Another aspect of aerospace parts is that nearly all of them have a backup in order to be failsafe. Engines have no such help and must be able to be subjected to extreme situations. And a failed nut or bolt in a racing engine usually means complete and catastrophic failure.


The Holzapfels are very much foodies, and as important clients from around the world visited ARP, it became apparent that a high-quality restaurant would be very beneficial to treat these sophisticated, world-traveling individuals to a world-class restaurant. Hozy’s Grill in Santa Paula, California, has a fantastic chef, an amazing selection of food, and an award-winning wine selection. Just steps from one of the ARP buildings, Hozy’s Grill (hozysgrill. com) has been recognized with Wine Spectator’s Restaurant Wine List Award Of Excellence year after year. Try the Chinois salad. It has Napa and red cabbages, shredded chicken, snap peas, scallions and almonds in a tangy sesame dressing. This is no ordinary diner.

ARP does a lot of testing of both its raw materials and the finished products. Most tests are at least 10 percent more stringent than a comparable aerospace test. Samples are often fatigue tested for more than a million cycles, and a small percentage of every batch of parts is tensile-tested to destruction.


Available Only In Black

Bolt-on power for Gen III (LS1, -2 & -6) engines


• 92mm throttle body intake opening & added refinements

With the high standards that ARP works with, it’s not surprising that the company also makes aerospace components. The Aerospace Division is fully licensed to manufacture MS-21250 fatigue-rated fasteners. ARP also manufactures a variety of industrial fasteners on a contract basis, and is known for its ability to promptly provide efficient solutions to problems at hand.

• Works with stock fuel rails • Maximizes potential of other popular engine HP upgrades • Designed for street/strip use Big Mouth 92mm Throttle Body™ Incorporates major upgrades, including redesigned linkage, for improved throttle response.



An award-winning wine selection accompanies the amazing food at Hozy’s Grill, a restaurant started by the Holzapfels.

Featuring an eye catching black finish, the LSX™ 92mm Intake Manifold by FAST™ is the only three-piece Gen III (cathedral port) composite manifold proven to deliver a 20+ HP increase over the factory LS1 intake with no loss of bottom-end drivability and full factory accessory compatibility. This manifold also includes added runner material with witness marks to facilitate porting.

(800) 826-3045 PPNDIGITAL.COM






(800) 999-0853

COMP CAMS SMALLER IS BETTER COMP Cams PN 26926 Dual Valve Spring Kit

MAXIMUM MOTION COMP Cams’ 1/2-Inch Rocker Stud and Trunnion Retro-Fit Kit



COMP Cams PN 26926 Dual Valve Spring Kit is easy to set up and allows builders to utilize the modern PN 26926 Small Diameter Dual Valve Spring in common 11/32-inch square-groove valve applications, such as the popular small-block Chevy and small-block Ford engines. The kit increases both the lift capability and RPM limit of these 11/32-inch square-groove valve-equipped powerplants, especially in those utilizing hydraulic roller valvetrain setups. Each kit comes with a set of PN 26926-16 valve springs, machined locks, tool steel retainers, seals, and both O.D. cup and I.D. locator seats for 0.570-inch guides, allowing the engine builder to choose his preferred locating strategy. The COMP Cams PN 26926 Dual Valve Spring Kit uses cutting-edge design and technology for added durability and performance no matter which 11/32-inch square-groove valve engine is under the hood.

COMP Cams’ 1/2-inch Rocker Stud and Trunnion Retro-Fit Kit provides a stiffer valvetrain to achieve maximum valve motion in SBC or BBC engine applications utilizing Ultra Pro Magnum or Ultra Pro Magnum XD Rocker Arms. It is good for anyone looking for more stiffness with stud mount rockers. The kit was originally designed for applications competing in the NHRA Stock Eliminator class, but it is a great choice for anyone whose sanctioning body’s rules do not allow stud girdles. Featuring 1/2-inch ARP studs, 1/2-inch replacement trunnions, 1/2-inch replacement polylocks, new replacement bearings and new replacement snap rings, the kit includes everything required to switch over to the new studs and freshen and rebuild your rockers at the same time. The COMP Cams 1/2-inch Rocker Stud and Trunnion Retro-Fit Kit can also be used to retrofit old Pro Magnum or old Hi-Tech Stainless Steel Rockers.





(888) 776-9824

TOUGH TRANNY New TCI Super StreetFighter GM 700R4 Transmission Built to Handle 1,000 HP

The original TCI Super StreetFighter Transmission bridged the gap between the StreetFighter series of transmissions and the full competition packages. The newest version of the Super StreetFighter includes all of the features of the original, as well as the ability to handle 1,000-plus HP. It is updated with a new 300M input shaft to allow for much greater torque capacity. Upgraded 3-4 gear clutches are capable of handling higher levels of

torque, and also extend clutch life. An improved sun gear shaft reduces friction and increases its longevity. Numerous other upgrades, such as an adjustable band pin, an extra-wide band featuring High Energy material and increased line pressure, increase not only the longevity of the transmission but also its overall torque capacity. The TCI Super StreetFighter GM 700R4 Transmission is designed for higherhorsepower and higher-torque street/strip applications.

PROTECT YOUR FUTURE SHIFTS TCI Max Shift Break-In Transmission Fluid Protects Automatic Transmissions During the Critical Break-in Period TCI Max Shift Break-In Transmission Fluid is the perfect solution for guarding against heat buildup and wear during your transmission’s critical 30-minute break-in period and initial drain of your automatic transmission. Like all Max Shift fluids, TCI’s Break-In Fluid was developed using ultra-pure base oils that resist viscosity breakdown, and contains the necessary friction-eliminating, anti-foaming and extreme-heat additives. TCI Max Shift Break-In Transmission Fluid works in most automatic transmissions and exceeds Dexron III and Mercon specs. After the initial breakin period, TCI strongly recommends replacing this break-in fluid with one of its other Max Shift transmission fluids that fits your application. Street Performance, Race, Circle Track and Full Synthetic fluids are available.




STEELE RUBBER PRODUCTS SPECIALTY WEATHERSTRIP FOR STREET RODS Steele Rubber Products has recently released a free Specialty Catalog of 300-plus unique extrusions for sealing and protecting street rods and custom vehicles. These rubber seals include both sponge and dense rubber materials and can be ordered in a variety of lengths to meet different applications. All of the seals are easy to install, and can be used around doors, windows, trunks, hood-to-cowl and various trim areas. These parts are made from the same compounds and processes that Steele’s original-style weatherstrips are made from, ensuring great fit and performance. To request your free copy of the Specialty Catalog, contact Steele at (800) 544-8665 or online at




Steele Rubber Products has introduced a new windshield gasket for the 1968-1970 Dodge Charger, Coronet and SuperBee, as well as Plymouth Belvedere, Satellite and Roadrunner, two-door hardtops and sedans. This new weatherstrip seal was produced from originals, ensuring proper installation and quality performance. Part Number 70-2182-5.



Brand new from Steele Rubber Products—front and rear door rubber seals for 1966-1969 Lincoln Continental four-door sedans. These seals have been designed and manufactured from original parts to ensure proper fit and performance. Available in pairs for each set of doors. Also fits 1966-1967 convertibles. Steele manufactures a variety of parts for most Lincoln Continentals. Steele-brand weatherstrips have an authentic look and are made with heat- and ozone-resistant rubber compounds. Close attention to detail ensures the highest-quality fit and appearance.

NEW WINDOW SEALS FOR FORD VANS Steele Rubber Products is especially proud to be offering the stationary window seals for both the rear doors and side cargo doors of 1968-1974 Ford vans. These high-quality parts were developed from original parts, ensuring a perfect fit and performance. Steele stands

behind all its products by offering a money-back guarantee if a customer is not completely satisfied. Part Number 70-3463-81, $165 a pair.


(704) 483-9343




AXALTA COATING SYSTEMS CROMAX® PRO: FAST AND BETTER WATERBORNE PAINT DuPont™ Cromax® Pro waterborne basecoat is part of a complete system that makes application easier and faster with a wet-on-wet process that achieves full coverage in one and a half coats without having to flash between coats—helping improve your bottom line. Meeting environmental regulations is important, but cost and productivity goals are important, too. You can do it all with Cromax® Pro waterborne basecoat, as upgrading to Cromax® Pro reduces paint usage and speeds the repair process by eliminating up to four steps, compared to competitive brands. The simple, proven process has been used to upgrade thousands of shops already. Upgrade your shop to the next level of productivity with DuPont™ Cromax® Pro waterborne basecoat.

CFX BASECOAT CANDY COLORS Candy colors traditionally have used a tri-coat process to create an illusion of unbelievable color depth, saturation and gloss that has not been possible with a standard basecoat/clearcoat. It’s not an easy process, and on top of that, traditional candies are extremely difficult to match during a repair. The new CFX Basecoat Candy Colors, however, are high-performance, fast-drying basecoat colors that provide the appearance of a candy in a two-stage system, and repairs match! CFX Basecoat Candy Colors bring a new level of productivity to panel and overall custom paint jobs. The new basecoat candy formulas are designed for a variety of vibrant color options and are easy to apply, even for a novice painter.





High heat and low humidity (think desert conditions) make it harder and uncomfortable for painters. IntelliMist automatic spray booth humidifier automatically controls a spray booth at the optimum level for humidity. Waterborne and solvent-borne products can be used more efficiently and consistently as a result. You can minimize the need for specific additives and adjustments to deal with the frustrations of ever-changing conditions. Plus,

painters can work normal shifts窶馬o more all-nighters to avoid the heat and humidity. IntelliMist can also be used after the bake cycle to rapidly cool down the booth and panels. Installation is normally completed in less than a day, and there are no structural issues when adding it to an existing booth.

CHROMACLEARツョ NON-STOP CLEARCOAT If you run a paint shop, you know how important it is to get re-dos, single-panel repairs and bumper jobs in and out of the shop quickly. Fast-lane collision work can be greatly enhanced with the use of ChromaClearツョ Non-Stop Clearcoat. Exceptionally fast air-drying times (30-40 minutes) can also be a benefit for shops that have limited or no bake capabilities. ChromaClearツョ Non-Stop Clearcoat is available in both National Rule (7400S) and Low VOC versions.





DRIVEN RACING OIL “FAST BURN” FOR BETTER PERFORMANCE Driven Break-In Oils Are the Correct Way to Break In Your Engine Used by Joe Gibbs Racing to break in and dyno all of its race engines, Driven BR Break-In Oils are the perfect choice for the first 400 miles of street driving, one night of racing, or dyno power pulls. Driven oil provides the proper levels of “fast burn” Zinc, Phosphorous and essential anti-wear additives to correctly break in high-performance applications. BR Break-In Oils feature high levels of Zinc and Phosphorus, as well as a comprehensive additive package that promotes ring seal and provides the maximum protection available for cams and lifters during the initial break-in process. As a result, they do not require any additional ZDDP additives. All Driven BR Break-In Oils also feature low levels of detergent for maximum antiwear film formation. The break-in oils are compatible with methanol and high-octane race fuels, and are available in 15W-50 (BR) and 5W-30 (BR30) formulas. Ideal for flat tappet camshafts, Driven BR provides maximum protection for looser clearance and high-compression engines, while Driven BR30 is specially formulated for hydraulic lifter engines, as well as those used in restrictor plate and drag racing. BR30 is also ideal for OEM rebuilds and hydraulic roller camshaft engines.

DRIVEN FOR PERFORMANCE Driven LS30 High Zinc Advanced Synthetic Oil Specially Developed for GM LS and Other High-Performance Engines LS30 is the first High Zinc, SAE 5W-30-grade oil formulated from Ultra High Viscosity Index synthetic-base oils. Driven LS30 is the best choice for high-performance street vehicles since it has higher levels of ZDDP than current passenger car motor oils and features advanced base-oil technology for the best performance at higher engine outputs. LS30 provides industry-leading shear stability for greater film strength to protect your engine against excessive wear under high engine temperatures and high loads. LS30’s unique synthetic formula reduces oil consumption by providing low-volatility characteristics, which keeps the oil in the crankcase and out of the PCV system. As a result, LS30 reduces oilrelated intake valve deposits and catalyst damage, and that keeps your engine running at peak performance.





(866) 611-1820



FAST FRESH AIR New Washable-Element Air Cleaners From FAST Have a Functional, High-End Design That Perfectly Complements the New FAST EZ-EFI 2.0 and FAST Die Cast Aluminum Valve Covers Featuring exclusive FAST black-wrinkle powder coating and a machined finish, FAST Aluminum Air Cleaners weigh less than others on the market due to the use of die-casting versus the common sand-casting manufacturing procedure used by other manufacturers. Meanwhile, a “hidden” fastener design features a single bolt creatively covered with a magnetic FAST logo insert on top of the cleaner, as opposed to the popular two-bolt designs that bolt from underneath the unit. This means no exposed or visible bolts or cumbersome wing nuts. FAST Aluminum Air Cleaners are available in two sizes: 14x8x3-

CABLE MOUNT KIT The New FAST EZ-EFI Cable Mount Kit Is Specifically Designed to Work With the FAST 4150 Throttle Body in EZ-EFI Systems

inch, which has the proportions for underhood use on muscle cars, and a 14x12x2-1/2-inch unit, which is designed for street rods or exposed engines. The 2-1/2-inch unit will add only 3 inches to the top of the FAST EZ-EFI throttle body, while the 3-inch unit will add only 3-5/8 inches to the top, meaning it sits lower than other comparable air cleaners. FAST Aluminum Air Cleaners are compatible with FAST and TCI linkage kits and are sold with a reusable K&N filter. They work with both the FAST EZ-EFI 2.0 and Holley-style carburetors.

The FAST 4150 Throttle Body, a key component in the FAST EZ-EFI system, has helped revolutionize the efficiency of air intake systems in fuelinjected applications. Until now, however, users have had to rely on inferior generic mount kits to connect their throttle and TV (or kickdown) cable. The EZ-EFI Cable Mount Kit is designed to work with and allow adjustability for automatic transmission TV cables, and is also specifically marked for the unique TV cable setup of GM 700R4 transmissions. The kit, built to be more accurate and stable than competitors’ versions, features a proper tension double spring to ensure accurate throttle closing and maximize the performance of the EZ-EFI. The FAST EZ-EFI Cable Mount Kit includes all necessary hardware to install and adjust, and includes a comprehensive selection of cable mounting brackets to cover all major cables, applications and brands.


(877) 334-8355




ARP BULK FASTENER 5-PACKS ARP has added 1/2-inch (coarse- and fine-thread) and M12 (metric in 1.50 and 1.75 pitch) fasteners to the company’s collection of bulk fasteners. These large-sized bolts can be employed in a variety of functions relating to chassis, suspension and engine-mounting applications. ARP now offers 5-packs in 1/4-, 5/16-, 3/8-, 7/16- and 1/2-inch diameters, with underhead lengths ranging from 1/2-inch to 6-inch (varies by size), and M6, M8, M10 and M12 bolts from 12mm to 100mm in length. The bolts are available in polished stainless steel or black-oxidefinished 8740 chromemoly steel, with a choice of hex or 12-point heads. The bolts have a nominal rating of 170,000 PSI, which is considerably stronger than Grade 8 hardware.

DIESEL ROD BOLT KITS Expanding its diesel lineup beyond head and main studs, ARP—the world leader in fastener technology—has just released four new Pro Series ARP2000 rod bolt kits for Ford Power Stroke, Dodge/Cummins and Chevy Duramax diesel applications. Each kit includes a set of ARP2000 capscrew-style rod bolts that are rated at 220,000PSI tensile strength, and a 1/2-ounce pack of ARP Ultra-Torque Fastener Assembly Lubricant. ARP2000 material has considerably better fatigue life, and the bolts are reusable, as compared to some of the OEM Torque-To-Yield (TTY) bolts, which must be replaced after each use. Optimum design, enhanced reliability and increased strength are the main attributes of ARP’s Pro Series connecting rod bolts.




(800) 826-3045



ARP has released three new Pro Series fastener kits for 2011 and later Ford 5.0L Coyote V8 applications. The head stud kit features premium-grade ARP2000 material, which is rated at 220,000-PSI tensile strength, while the main stud and balancer bolt kits feature premium-grade 8740 material, which is rated at 200,000-PSI tensile strength. Each kit includes the necessary bolts or studs, premium-grade chromemoly nuts and washers for the application, and a 1/2-ounce pack of ARP Ultra-Torque Fastener Assembly Lubricant. ARP fasteners are centerless ground and heat treated prior to thread rolling and machining and are designed to exceed OEM fasteners in strength and durability. Increased strength and enhanced reliability are achieved through optimum design.

LS PRODUCT GUIDE ARP makes it easy to fortify your GM LS engine with highquality ARP hardware with its New LS Product Guide. The guide will help you determine which parts you need to make your LS engine stronger and better looking! Inside you will find replacement rod bolts, main studs, cylinder head bolts (and studs), valve cover bolts, oil pan bolts, header studs and bolts, and much more. Check out the Engine & Accessory Fastener Kit, which has everything you’ll need to dress up an LS engine from head to toe in one convenient kit. Includes valve cover, intake manifold, rear motor cover, valley cover, timing cover, oil pan, water pump, thermostat housing, motor mount and coil pack bolts, as well as exhaust studs.







(888) 813-1293

EDDIE MOTORSPORTS BILLET ALUMINUM HOOD PINS There’s nothing more frightening or potentially more damaging than a hood that’s blown loose on your classic car at high speeds. Eddie Motorsports’ new billet aluminum hood pins will ensure that this never happens to your car. The complete custom hood pin assemblies are CNC machined from billet 6061-T6 aluminum and, like all products produced by Eddie Motorsports, they are American made to the strictest manufacturing standards. The hood pins are available in three styles: a smooth finish with blind or through-hole mounting, and Eddie’s new Diamond series. The pins can be ordered with a variety of finishes, including machined or brilliant polished finish, black or clear anodized. They are held to the hood with four fasteners and come with a billet adjuster nut and stud, flip-over pin with integral tether, gasket, and stainless steel fasteners. Whether you are looking for the ultimate in customizing or just want the security of knowing your hood will stay in place at high speeds, Eddie Motorsports hood pins are the answer. These quality pieces start at just $90 a set.

BILLET ALUMINUM TAILLIGHTS AND BEZELS FOR 1967-’69 CAMAROS Eddie Motorsports has released its latest piece of billet aluminum jewelry: taillights and bezels for 1967-’69 Camaros. Machined from a solid chunk of 6061-T6 aluminum in its Southern California facility, the Eddie Motorsports bezels are a direct replacement for your stock die-cast pieces. Available in both RS and SS versions, the 1969 taillights come complete with custom lenses, while 1967-’68 models work with your original plastic. Eddie Motorsports also offers a replacement LED taillight to fully upgrade your Camaro’s stoplights. The bezels are sold in pairs and can be purchased with a raw machined or highly polished finish, as well as a variety of Fusion-coated colors. The bezels come complete with a new sealing gasket and all the necessary stainless steel fasteners. Prices for the Eddie Motorsports billet aluminum taillight bezels begin at just $225 a pair.




BILLET ALUMINUM HOOD LATCH ASSEMBLY FOR CHEVROLET MUSCLE CARS Eddie Motorsports leaves no stone unturned when it comes to dressing up your car’s engine compartment. Eddie’s latest piece of custom hardware is its billet hood latch assemblies for Chevy muscle cars. Machined from solid chunks of 6061-T6 aluminum and 304 stainless steel in its Southern California facility, the Eddie Motorsports hood latch assembly is a direct replacement for your cheap, stock stamped-steel pieces. The hood latch kit comes complete with a billet aluminum baseplate, and stainless steel pilot bolt, popup spring, and retaining cup. Stainless steel fasteners and billet aluminum finishing washers also are included. The Eddie Motorsports hood latch assembly can be purchased with a raw machined or highly polished finish, as well as a variety of Fusion-coated colors. They are currently available for 1967-’81 Camaros, 1968-’72 Chevelles, 1970-’72 Monte Carlos and 1963-’67 Novas. Prices for the hood latch assembly begin at just $120.

BILLET ALUMINUM CLIP-ON POWER STEERING RESERVOIR In recent years, GM Type II power steering pumps have become the go-to units for performance aftermarket power steering. Despite superior performance, their industrial look is a less-than-attractive addition to your street rod or muscle car—until now! Eddie Motorsports has just released a new billet aluminum clip-on power steering reservoir for GM Type II pumps. Machined from a solid chunk of 6061-T6 aluminum in its Southern California facility, the Eddie Motorsports reservoirs are a direct replacement for the inferior plastic tanks that are standard equipment on these pumps. The billet reservoir is internally baffled and includes an attractive race-inspired, vented, notched-grip cap. The tank also includes an aluminum -6 AN return fitting. The Eddie Motorsports billet power steering reservoir can be purchased with a raw machined or highly polished finish, as well as a variety of Fusioncoated colors. Prices for the reservoir begin at just $225. Get more information on any of Eddie Motorsports products by calling (888) 813-1293, or visiting www.





(901) 382-8888

HYPERTECH POWER TO SPARE Hypertech’s Max Energy Power Programmers extract every bit of energy possible from every molecule of fuel, increasing miles-per-gallon at part throttle and horsepower at wide-open throttle. Max Energy programmers are even Internet updateable with the included USB cable. If you tow or haul heavy loads, the benefits are even more apparent. You can personalize your vehicle’s performance attitude to better suit your objectives. Emissions-legal power can be as easy as plugging in the tuner. The Max Energy Power Programmer is backed by Hypertech’s 30-day, no-risk, money-back satisfaction guarantee.

• 2011-2013 FORD F-150 3.5 ECOBOOST Looking for an extra 100-plus lb-ft of torque from your gas-powered Ford pickup? Look no further, as the Max Energy (PN 42501) from Hypertech can get you that on premium fuel! Premium Octane: +87 HP, 101 TQ Regular Octane: +65 HP, 58 TQ

• Speedometer/odometer correction for non-stock tire sizes. • Raise the top-speed limiter to match the speed rating of factory-approved high-performance tires. • Adjust the cooling fan on and off temperatures. • Read, display and clear trouble codes. The Max Energy PN 42501 is also available for the 2013 Ford F-150 3.7, 5.0 and 6.2 gas motors.




• 2013 CHEVY 6.0 L96 GAS ENGINE PICKUP Maybe you think the L96 6.0 gas engine in the 2013 Chevrolet Silverado and GMC Sierra 2500/3500 pickups couldn’t be better. We have news. Running premium-octane gasoline, the Hypertech Max Energy Power Programmer boosts horsepower by 20 and adds 20 lb-ft of torque, too. With more horsepower, you can choose to use less throttle for the same road speeds and save some fuel. Need more? Try adjusting the rev limiter up or down 500 RPM (in 100-RPM increments). Or maybe you’d like to lower the top-speed limiter to 25-75 mph…or raise it to match the speed rating of factory-approved highperformance tires. All of this is possible with the Max Energy Power Programmer. PN 32501.

• 2011-2012 POWER STROKE FORD 6.7 Can you imagine what an extra 166 lb-ft of torque would feel like on your 2011-2012 Ford F-250 through F-550? With the Hypertech Max Energy Power Programmer, the 6.7 Power Stroke engine can be tuned to one of three levels of performance. Stage 1 brings an additional 41 HP and 64 lb-ft of torque. Stage 2 jumps up to 73 HP and 116 lb-ft of torque, while Stage 3 brings 105 HP and 166 lb-ft of torque. In addition, if you’ve added bigger tires (from 31.5- to 33.5-inch), you can correct the speedometer/ odometer error using the programmer. PN 42501.

• 2013 DURAMAX 6.6-LITER CHEVY/GMC After you plug the Hypertech Max Energy Power Programmer into your 2013 Duramax, not only will you be impressed with the horsepower and torque gains, but you will also be able to optimize your transmission tuning. You can adjust the transmission shift points and firmness (25, 50, 75 or 100 percent) to get your truck driving exactly the way you want it. And as new tunes become available, you can easily update your programmer over the Internet using the supplied USB. This application supports tunes using both the aFe intake system (with or without the insert) and the Airaid intake system. PN 32501.




LUNATI GET MAXIMUM HORSEPOWER FROM YOUR NEW CAM WITH LUNATI VALVE SPRING KITS The biggest, baddest cam will disappoint you if it’s not matched with the correct valve springs, spring retainers and valve locks. That’s why the guys at Lunati are happy to help you by recommending the right Lunati products, power-matched to your cam. These guys know engines, and especially cams and valvetrain, and they answer hundreds of calls every week. For mild to moderate performance daily-driver cars and trucks, Lunati offers one set of valve spring kits, while for more serious applications, Lunati has its Signature Series kits. Each is matched to the exact cam application and provides proper spring tension and travel to prevent dangerous coil-bind (“spring stack”). Lunati valve springs are precision wound and heat-set for required seat and open-load pressure with minimum tension loss. Single and dual springs are available, plus Lunati’s unique ovate-shaped Beehive-design springs. Included are CNC-machined, steel alloy retainers, plus precision-machined 7-degree valve locks, for superior valve stem holding strength. Some kits also include spring locators.

SIGNATURE SERIES PUSHRODS: STIFFER, STRONGER FOR MORE HORSEPOWER Lunati Signature Series pushrods are engineered to deliver maximum cam lobe lift to the rockers by minimizing lift-robbing pushrod flex and deflection. Stock pushrods are not designed for the valve spring tension required with any performance cam. They can flex, bend and break, causing valvetrain damage and even engine failure. Lunati Signature Series pushrods eliminate excessive pushrod flex and deflection while delivering maximum valve lift. Signature Series pushrods are made from 0.080-inch, heavywall, aircraft-grade, seamless chromemoly steel tubing, the finest, stiffest, strongest material available. For guideplate-equipped heads, they are heat-treat hardened, to reduce wear, then black-oxide-coated for corrosion resistance. Lunati Signature Series pushrods feature precision swedged ends. This process forms additional material in the ends, providing a critical strength increase where it’s needed most. They are available for Chevy small blocks, GM LS Series, 396-454 big-block Chevys, Ford 5.0-351W, 429-460 big blocks, Chrysler “LA” and “B” engines, and selected inline-six-cylinder engines.




LUNATI ROLLER TRUNNION ALUMINUM ROCKERS—THE EASY WAY TO BOLT ON 10-15 HP One of the easiest and least expensive modifications you can make to a V-8 (pushrod-type)-powered car or truck is to install a set of Lunati roller trunnion, roller-tip, aluminum rocker arms. This easy bolt-on can yield 10-15 HP or more. Stock rockers create considerable friction as the rocker moves, resulting in a metal-on-metal situation, extreme heat, and loss of power and throttle response. Lunati roller rockers greatly reduce that power-robbing friction. Dyno testing has shown a 10-15 HP increase over stock, plus increased engine vacuum at idle. Valvetrain oil temperature also drops as much as 100 degrees Fahrenheit and your engine revs quicker, with improved throttle response. Lunati aluminum roller rockers feature a CNC-machined, heattreated steel trunnion riding on steel needle bearings, plus a steel roller tip, which reduces valve-guide wear. The aluminum main body is CNC machined from aircraft-grade, heat-treated, dieextruded aluminum, with a black-anodized finish. Each set comes with steel adjusting nuts that hold precise valve lash. Applications include small-block and big-block Chevy, LS Series GM, Ford 5.0L-351W and 429-460 Ford. Installation is easy and straightforward. Got a “net-lash”-style valvetrain (5.0L-351W Ford)? Ask the Lunati tech staff about a conversion kit or having your heads machined.

KEYWAY ADJUSTABLE BILLET TIMING SETS FOR ACCURATE VALVE TIMING AND DURABILITY Proper cam-to-crankshaft phasing ensures that maximum horsepower, torque and RPM are produced by the engine. Lunati’s new keyway adjustable billet steel timing sets provide accurate phasing between the camshaft and crankshaft. These new Lunati timing sets offer a wide adjustment range in 1-degree increments, with a 4-degree maximum advance/retard. This lets you adjust cam and crank phasing in the desired, measured degrees, to adjust the peak torque curve of any engine during cam degreeing procedures. The net result is increased horsepower plus quicker, more accurate cam degreeing. Lunati keyway adjustable billet timing sets come with a heat-treated, steel billet, three-way adjustable crankshaft sprocket. Each features a premium-quality, 0.250-inch-wide large pin, and a pre-stretched doubleroller timing chain, for maximum operational accuracy and durability. All components are engineered for maximum strength and each set comes with a Torrington roller thrust bearing on the camshaft sprocket, for reduced friction. Applications: small-block and big-block Chevy; GM LS; Ford 5.0L-351W, 429-460, 352-428; Chrysler “LA,” 383-440 “B”; 426 Hemi, 5.7L-6.1L Hemi; and Pontiac 326-455.


(662) 892-1500




FLEX-A-LITE ALUMINUM RADIATOR FOR 1968-’82 CORVETTES Flex-a-lite is continuing the expansion of its Flex-a-fit radiators that are a direct fit by now providing a radiator and electric-fan combo for the 1968-’82 Corvettes. This radiator and fan bolts in without drilling any holes or cutting anything. The average installation should take about four hours. Now it’s easy to install a performance cooling radiator and electric fan to reduce the operating temperature by up to 30 degrees Fahrenheit and free up power to the rear wheels. The radiator ships from the factory with the electric fan already mounted. Automatic-transmission cars can add the optional direct-fit transmission cooler kit to mount a Translife cooler to the front of the new radiator.


If you are looking for a solid performance cooling solution for your 1987-’01 Jeep Cherokee (XJ), this new radiator and fan combination from Flex-a-lite is a winner. The radiator and fan replaces the stock cooling system without any drilling or modifications to your vehicle. The Flex-a-fit aluminum radiator is a 2-row, all-aluminum core that is hand-welded to patented sidetanks with “T” channels to dissipate heat more efficiently. The radiator is available with or without the fans pre-mounted at the factory. Included is a Flex-a-lite variable speed controller that starts the fans at 60 percent power and increases the fan speed as temperatures rise. This controller also lets you adjust the temperature at which the fans turn on (between approximately 160 and 240 degrees).




CAMARO COMBO FROM FLEX-A-LITE Flex-a-lite now makes bolt-in Flex-a-fit radiators for four generations of Camaros. The radiator and fan combo offers better cooling, more performance and improved gas mileage with a drill-free, bolt-in installation. The latest offering is for the 1970-’81 Camaros. The 2-row, all-aluminum core is hand-welded to patented sidetanks with “T” channels that dissipate heat and provide a place to mount accessories. Flex-a-lite also makes direct-fit radiators and electric fan systems for first-, third- and fifth-generation Camaros. All Flex-a-lite radiators are manufactured in the U.S. Flex-a-lite has been engineering and producing performance cooling products for more than 45 years.


If you’re driving a 1999-’12 Chevy or GMC full-size truck or SUV, you probably know you need a better cooling system. Flex-a-lite has introduced the direct-fit Flex-a-fit aluminum radiator and electric fan combination for these trucks and SUVs, and the benefits are numerous. First, the new radiator offers more coolant capacity than the factory unit. Second, the sidetanks with patented “T” channels on the 2-row, all-aluminum core dissipate heat more efficiently. Third, the dual 15-inch fans move up to 6,000 cfm of airflow. Fourth, the Flex-a-lite variable speed controller allows you to adjust the temperature at which the fans turn on. There are lots more reasons to switch to a Flex-a-lite radiator and fan than we have room to print!


(800) 851-1510 PPNDIGITAL.COM





(877) 776-4323

RACING HEAD SERVICE A MATTER OF DEGREE RHS 23-Degree Aluminum Intake Manifolds Deliver Big Power and Torque Throughout Mid-RPM Range RHS 23-Degree Aluminum Intake Manifolds are engineered specifically to port-match-fit RHS 23-degree small-block Chevy cylinder heads. Additionally, these manifolds are the only ones designed with a 4150 flange and bolt machining to fit all versions of small-block Chevy cylinder heads, including classic originals, Vortec GM heads and latemodel perimeter corner vertical bolt-style crate engine heads. RHS 23-Degree Aluminum Intake Manifolds provide the power and strong torque curve throughout the midRPM range that is required for performance street, circle track and drag race applications up to 434 cid. RHS and sister company FAST have also teamed up to design a revolutionary port fuel injection version of the 23-Degree Aluminum Manifolds. Unlike the competition, the EFI manifold features port angle, optimized injector bung mounting and machining features.

OIL YOUR LS RHS Piston Oilers Bolt Inside the RHS LS Race Block and Squirt Oil Onto the Pistons, Keeping Them Lubricated and Cool During Extreme Race Use Made exclusively for the RHS LS Race Block, these new and improved RHS Piston Oilers are designed to keep pistons lubricated for optimal performance even during the most demanding racing conditions. The oilers are built from a 100 percent billet alloy steel body and feature furnace-brazed construction. They are manufactured at an OEM-quality level, ensuring precise fitment to the LS Race Block. All units are bench-tested and qualified for angular spray pattern accuracy, proper flow and leakage. The new RHS Piston Oilers and are in stock and ready to ship today.







(866) 450-8089

DRAFTY BY DESIGN New Inglese Sidedraft EFI Systems Offer Unique Styling and Modern EFI Benefits

So how do you combine proven FAST electronic fuel injection technology with radical Inglese sidedraft carburetor styling? Simple—with the new Inglese Sidedraft EFI Systems designed to work with any FAST EFI system. These new systems give customers a value-priced alternative to buying a full eight-stack system by adapting to an existing conventional four-barrel-intake manifold. These adapter manifolds feature all the necessary components and easily bolt on to any engine using a single- or dual-plane 4150 flange four-barrel intake. Offered in polished or cast versions, Inglese Sidedraft EFI Systems make power equivalent to the standard fourbarrel FAST EZ-EFI system with no loss in drivability. They are the ideal solution for adding both EFI performance and stunning looks to any hot rod or street machine.

GO WITH THE FLOW Inglese Snap-In Stack Filters Easily Fit in Inglese Billet Stacks to Ensure Optimal Airflow The induction specialists at Inglese have always prided themselves on combining functionality with eye-catching appearance. New Inglese Stack Filters are designed to fit directly into the stacks without robbing valuable horsepower. Incorporating top-of-the-line K&N filter construction for better airflow, these filters simply push onto the top of the stack to keep out dust, dirt and other debris that could become dangerously lodged in the stacks. Each filter features a grooved surface to easily snap onto the new Inglese Billet Stacks. And with a polished chrome surface, each Inglese SnapIn Stack Filter features the looks to match its performance benefit. Available in single units (-1) or as a complete set of eight.







(888) 258-8241

A CLUTCH PERFORMANCE Quarter Master Optimum-SR 10.4-inch Two-Disc LS Clutches Handle Up to 1,400 HP and 1,000 lb-ft of Torque Quarter Master, the industry leader in driveline technology, continues its winning ways this season with its brand-new Optimum-SR 10.4inch Two-Disc LS Clutches. Now, with lessons learned from racing, and with the data from extensive drivability testing, Optimum-SR LS Clutches are available for street use. Both Quarter Master race and street versions feature a spring designed to require only a 10 percent increase in pedal effort over stock, with stock-type modulation control. The clutches are capable of handling 1,400 HP and 1,000 lb-ft of torque. Featuring aircraft-grade bolts and hardware with an all-billet construction, each clutch is completely rebuildable and can be used with OE hydraulic bearing systems or Quarter Master Tri-Lite II Hydraulic Release Bearings.

BEARING THE LOAD Quarter Master Bearing Retainers Improve the Durability of Slave Cylinders Found in a Variety of 6-Speed LS Applications Made of durable steel, Quarter Master Billet Bearing Retainers for LS Clutch Slave Cylinders are designed to be direct replacements for the plastic bearing retainers found in stock clutches. The stock part in GM LS-engine-equipped applications can deflect and misalign the retainer with the slave snout, causing the plastic bearing retainer to wear and fail. Since the Quarter Master bearing retainers are built from a much stronger material, they are not nearly as prone to these issues—especially when used in high-heat applications. Two options are available: PN 7300030 is designed solely to replace the plastic bearing retainer, while PN 730043 also features an integral dust boot retainer. Quarter Master Billet Bearing Retainers for LS Clutch Slave Cylinders are designed for late-model LS applications, including the C6 Corvette, Gen V Camaro, Cadillac CTS-V, Pontiac G8 and other vehicles utilizing a GM T6060 6-speed transmission and an FTE concentric slave cylinder.







(888) 817-1008

POWER METER ZEX Nitrous Level Gauge

Other than removing the nitrous cylinder and weighing it, there has never been an easy way to monitor how much nitrous is left in your nitrous bottle. ZEX has solved that by developing the industry’s first Nitrous Level Gauge. This innovative gauge displays how much nitrous is left in the bottle with both an illuminated LED indicator and a numerical fill percentage readout. In addition, it accurately measures how much nitrous is being used. The ZEX Nitrous Level Gauge is compatible with any manufacturer’s nitrous system and installs with an easy five-wire hookup. The gauge can monitor any commonly available nitrous cylinder from 1-30 pounds and can monitor nitrous systems jetted up to 500 HP. The ZEX Nitrous Level Gauge features built-in automatic dimming for night use and is easily reset when refilling the nitrous bottle.


PPNDIGITAL.COM is your one-stop location for news from the performance world. You can stay up-to-date with news stories and editorials covering drag racing, street/strip, circle track and street rod action, find out the details of upcoming events and learn about new automotive products. What’s more, PPNDigital features links to company videos from around the performance aftermarket, an insightful blog written by industry insiders and a link that allows you to read the website’s print counterpart – Power & Performance News – right from your computer, smartphone or tablet. You can also like us on Facebook and follow us on Twitter to interact with other performance enthusiasts. houses all of the information that you usually need to search the web for hours to find. Bookmark it today.


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DUPONT PERFORMANCE COATINGS CHANGES NAME TO AXALTA COATING SYSTEMS DuPont Performance Coatings was recently purchased by The Carlyle Group, and the name of the paint company is changing to Axalta Coating Systems. The new name reflects the company’s complete focus on the coatings sector and a commitment to performance excellence. While the name has changed, the fundamentals of the business have not. The products, technologies, services and people that have served DuPont Performance Coatings customers remain the same. Operating as an independent company, Axalta Coating Systems will build on more than 90 years of experience in the coatings industry to deliver unparalleled performance around the world. For the next few months, the DuPont name and logo will continue to be used as everything gets transitioned over to Axalta Coating Systems. There’s definitely excitement at Axalta throughout the range of employees, from executives, to engineers, to sales people, because being a stand-alone company will allow for a much more dynamic yet focused environment. Let’s face it: Automotive coatings was outside of parent company DuPont’s vision of the future, and so it made it hard for DuPont Performance Coatings to get investment dollars for new product development and to react quickly to customers’ changing needs. Axalta is now free to make decisions and re-invest to meet the needs of the automotive coatings industry. You can expect to see the new company react quicker and with more agility in adapting to market changes and bringing new solutions to market. In short, Axalta Coating Systems will be more creative, and more customer focused, than ever. Axalta Coating Systems is a global supplier of coatings to the transportation and industrial sectors. “We are excited to invest in Axalta Coating Systems and believe its strong market position and global footprint will enable the company to capitalize on opportunities in rapidly emerging markets such as China and Brazil. As experienced investors in the industrial and transportation sectors, the One Carlyle global network can help Axalta Coating Systems grow and create value,” said Martin Sumner, principal of The Carlyle Group. “In addition to driving performance and excellence, one of our greatest strengths is the systems-based approach we take with our customers,” said John G. McCool, president of Axalta Coating Systems. “Along with coatings, we provide customers a full spectrum of tools and services to help them use our products effectively. We offer customers hands-on opportunities to learn how to use these products and application tools in our 42 training centers throughout the world. This capability helps our customers improve their performance and productivity while allowing



The new name reflects the company's complete focus on the coatings sector and a commitment to performance excellence. us to enhance our offerings by gaining a better understanding of customer preferences.� Axalta Coating Systems develops, manufactures and sells coatings and application tools to automobile repair body shops and original-equipment manufacturers in the automotive and heavy-duty truck markets. Its strong market positions are supported by global brands, including Standox, Spies Hecker, Cromax Pro and Imron. Axalta's technology leadership is highlighted by its best-in-class waterborne system developed to address growing customer requirements for higher productivity and environmentally friendly coatings.

The name has been chosen, but there's much more to come.

CONTACTING AXALTA Contact information for DuPont/Axalta employees and offices will not change immediately. To e-mail, phone or write anyone at the company, you should continue to use the e-mail address, telephone number and street address you have been using. All websites and social media sites associated with the name DuPont Performance Coatings will continue to function as they did before the sale. When the new Axalta website is finished, information about all products and services will

be there. For now, there is a landing page with information at Contact Axalta at

AXALTA PLEDGE We will continue to conduct all aspects of our business with no interruption. Commitments to all our customers will be

fulfilled with no change in the products and services. Customers can continue to use any of our products that carry the DuPont name on them. Our training centers in 42 locations around the world will continue to operate as usual. All websites that provide information about our business and services will continue to operate. For a while, these sites will continue to use our old name, DuPont Performance Coatings. PPNDIGITAL.COM


Axalta is the largest supplier of coatings in many segments of the industry around the world.

GLOBAL SCALE The name has changed but the fundamentals remain the same. Axalta Coating Systems is the largest supplier of coatings in many segments of the industry around the world: • More than 11,000 employees strong • Present in 130 countries • Serve over 120,000 customers • Manufacture in 35 plants • Operate 42 customer training centers • Innovate in seven technology centers

WHAT’S COMING NEXT The name has been chosen, but there’s much more to come. At press time, Axalta was still developing all the visual elements that will form the new corporate identity. When the logo, design, company colors and other elements that will convey the new name and identity are ready, the website will be transformed. The website is under development. Visit for updates on when the full website will be launched. Look for Jeff Gordon’s 24 car to be sporting the new Axalta Coating Systems logo and colors later this season!



Axalta Coating Systems will be more creative, and customer focused, than ever.

ABOUT THE CARLYLE GROUP The Carlyle Group is one of the largest global alternative asset managers, with 32 offices across 30 countries on six continents. For more

information about The Carlyle Group, visit



The top choice of leading internal engine parts manufacturers, these petroleum break-in oils provide the proper levels of “fast burn” Zinc, Phosphorus and essential anti-wear additives. All Driven Break-In Oils feature low levels of detergent for greater anti-wear film formation. Available in 15W-50 (BR) for flat tappet engines or 5W-30 (BR30) for hydraulic lifter engines, these oils don’t require any extra additives making them perfect for the first 400 miles of your engine’s life.



This unique, extreme-pressure lube dissolves in oil without clogging oil passageways or filters. Perfect for cams, lifters, rocker shafts, pushrod tips, wrist pins and distributor gears.

This non-foaming product provides a tenacious yet fluid film to protect reciprocating and rotating components. Ideal for engine bearings, piston skirts, bushings, oil pump gears, etc.

SYSTEM APPROACH DELIVERS PROVEN BENEFITS Just like using primer before you paint, the Driven Racing Oil™ system of lubricants provides layers of protection for your performance engine. Our lubricants utilize the absolute latest in “no compromises” chemistry to deliver a systematic approach that you can place your trust in. The Driven Engine Assembly Lubes place “fast burn” anti-wear additives on the critical wear surfaces of your engine. Driven BR Break-In Oil provides high levels of “fast burn” Zinc additives and low levels of detergents to quickly establish a foundational anti-wear film throughout your engine. Building this anti-wear film in your engine provides a lower wear break-in and extends the life of engine parts. The XP Series of synthetic racing oils adds race proven friction modifiers to lower engine temperatures and increase horsepower. The HR series of hot rod oils provides storage protection as well as flat tappet cam protection. Using a system approach to lubrication increases the level of protection and performance. See Our Website Training Center For Articles On Properly Protecting Your Engine.








Nomad, a pair of ’67 Chevy IIs, a ’69 Chevelle, a pair of ’68 Camaros, one

his recently modified ’55 Chevy. His office: hole No. 5 at Hartford,

’69 Camaro, a ’57 Chevy and, breaking from the classic muscle theme, a

Connecticut’s TPC River Highland course just prior to the start of the

2009 600-plus-HP ZR1 Corvette. Most of his cars were purchased near

annual tournament there. Rough life, right? After all, how many folks have

his Kentucky home, with the exception of one Camaro that he found at

to bring sun block to the office? But what’s a guy who plays on the PGA

a Super Chevy show in Las Vegas. Homegrown loyalty is a recurring

Tour got to do with racing cars and high-performance engines? Plenty!

theme in Perry’s life.

While you may think golfers are all about alligator-logoed sweaters

“My sister received a brand-new ’69 Camaro from my father when I

and funny pants, Kenny Perry clearly breaks that mold. He is a true

was a kid as a present, and I loved that car,” Perry says. “I told myself that

gearhead with a passion for performance, and a die-hard Chevy man with

when I was older I would own one myself. I have 10 cars in the special

a killer car collection to be lusted over by any fan of tire smoke. Born and

building I built near my home, and a separate shop with two lifts to work

raised in Franklin, Kentucky, Perry, 52, is a successful golfer and major

on them.”

performance enthusiast with the scorecard to prove it. Perry’s “current” collection includes a pair of two-door-post ’55s, a ’55



Perry is no stranger to speed, either, as he also races an Outlaw 10.5 class ’98 Grand Am on a regular basis at nearby Beech Bend Raceway

Kenny Perry (left) and TCI Technical Support Representative Kevin Winstead.

A 26-year PGA tour veteran, Kenny Perry is a Classic Chevy fanatic with a car collection any automotive enthusiast would envy.

in Bowling Green. With his tuner, the legendary racer and builder Billy Glidden, making sure all is in order, Perry’s car runs hard, straight and true, just like his golf shot. “I really enjoy racing,” Perry explains. “My dream, if I didn’t play golf, would be to compete in Pro Stock racing. I have raced a lot in the last four to five years. Billy Glidden sets up my car and builds all my racing engines. He taught me a lot about drag racing. Prior to that, I had a lot of street cars that were plenty fast, but Billy taught me how to race.”

ONE POTENT ’55 Perry’s current project and part-time racecar is one of his ’55 Chevy post machines equipped with an Art Morrison chassis under the near-

stock body. With the Bruce Allen-built 565c.i.d. engine cranking out 805 HP and nearly 800 lb-ft of torque, the ’55 is an amazing performer. “The target was to create a car that I could drive to the Beech Bend raceway 35 miles away, race all day and then drive back home,” Perry says. “I have accomplished that, and the key was working with TCI to develop a transmission that could give me that great racetrack performance and handle the extreme engine horsepower. But also important was the ability to have the car drive well on the highway and use an overdrive gearing to keep the overall cruising RPM at a reasonable rate. The TCI 6X is the perfect transmission for both of these purposes. The folks at TCI were great and easy to work with. Next up on the list is installing a FAST EZ-EFI fuel injection system on my 434-powered ’67 Chevy II. I’m really looking forward to that.”



Kenny Perry's '55 Chevy project and racecar features a Bruce Allen-built 565c.i.d. engine cranking out 805 HP and nearly 800 lb-ft of torque.

LOST WORLD Despite the seeming disparity in style between racing and golf (you never see anyone holding up signs to be quiet at the racetrack), Perry insists there is plenty of crossover. A two-time member of the U.S. Ryder Cup golf team with 14 PGA tour wins to his credit, Perry knows that focus is the key to success—and the mental concentration required for success on the golf course works equally well when racing. “I love drag racing,” Perry says. “But it takes full concentration to be successful whether you are trying to win at golf or racing. Both are very mental. It is how you set up and how you deal with the challenge of your competition. I have never been into team sports. Both racing and golf are not team sports once you are in competition. It’s simply me against everyone else. In both cases, I become lost in my own world. “While certainly people understand the rush that comes from drag racing when you dump the clutch and you are pressed into the seat, I



Along with this classic candy red ’55 Chevy Nomad wagon, Perry has a pair of ’67 Chevy IIs, a ’69 Chevelle and a ’69 Camaro, just to name a few. get a similar rush making a great (golf) shot in

and his vehicles in his hometown surrounded

the heat of the battle.”

by most of his brothers, sisters, father and


extended family. “I’d like to spend more time behind the wheel of my cars during retirement,” Perry proudly

Having spent 26 years in PGA competition,

states of his future plans. “Frankly, I want to

Perry now splits time between the PGA Tour

spend more time driving them than working

and the Senior Champions Tour, picking the

on them these days. I really enjoy that and can’t

events he enjoys most. With retirement on

wait to get cars like my ’55 out on a back country

the horizon, he looks forward to enjoying golf

road and run that sucker.”



To meet the increasing horsepower demands of serious LS powered vehicles, engineers at RHS® designed the cast aluminum LS Race Block for larger stroke clearance with a tall deck height, kicked-out oil galley and raised cam centerline. And with many other innovative engine builder inspired features, the LS Race Block is the perfect foundation for all-out race and serious street applications.

CNC-machined Pro Elite™ Aluminum LS7 Heads from RHS® feature a 12° valve angle and .220" raised intake runners to provide a better line of sight into the cylinders and an improved short turn flow performance.

• Accepts 4.600" stroke & capable of 502 c.i. • Standard (9.240") & tall (9.750") deck heights • Raised cam centerline (.388"/9.86mm) & kicked-out oil galley for stroke clearance • Siamese cast bores (4.125"-4.165") with press-in spun cast iron liners • Front & rear AN-12 side feeds to accommodate serious dry sump oiling setups • 6-bolt head design with full water jacket around cylinders (based on LS7 design)

• Fits both production & aftermarket LS7 manifolds & valve train parts • 6-Bolt head design works with RHS® LS Race & GM LSX Blocks • CNC-machined runners optimize volume, atomization & velocity

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• Ideal for both small and large c.i., hardcore LS7 applications





COMP Cams R&D employee Brandon Whitsell at the Spintron controls. The left monitor gauges data such as engine speed, cam cycle, engine temperature, oil pressure and oil flow. The two center monitors feature COMP’s proprietary data acquisition program.

As engines become more and more technical and RPM continues to increase, advanced valvetrain engineering has become increasingly more important to generating peak performance. Because of these advancements, Spintron testing has now become a critical part of engine building, both to solve current problems and to develop durability and consistency within the engine. A Spintron measures total valvetrain motion, and COMP Cams is at the forefront of companies using this cutting-edge technology to help performance engine builders and race teams build some of the world’s strongest power plants. “Like I tell my customers, a happy valvetrain is a valvetrain that lives and makes power,” says COMP Performance Account Manager James Fry. A Spintron (COMP Cams has three of them currently) is powered by a large electric motor and uses a specially modified engine block to simulate



the stresses experienced by the valvetrain in a controlled environment. A special crankshaft is used to spin the engine to a variety of RPM points. Through a hole cut into the side of the block and head to expose internal mechanisms, a laser is used to measure valve movement. Measurement information is sent back to the Spintron software, where it plots the valve motion it has recognized at each predetermined RPM setting. Those settings are usually in the 8,800- to 11,000-RPM range for drag racers and as low as 6,000-7,000 RPM for circle track applications to duplicate the RPM ranges where these engines operate most commonly during cornering speeds. “If we have the proper block design, then all we ask is that the customer send in the complete valvetrain for review. We want to replicate exactly what the builder has been doing on the engine himself,” Fry says. “We also invite the customer to come and review each test in person. They always

COMP Cams' 6.0L LS Spintron engine. The laser goes through the hole in the block (arrow) and is pointing at the face of the valve to read valve motion. The watercooling fixture and water tubes were added by COMP to maintain consistent temperature.

The Spintron engine with the heads off. When installed, the lifters, rockers and pushrods all will play an integral role in determining overall valve motion.

see things that are interesting during the test that opens up avenues for new development as time goes on.” Scooter Brothers, COMP Cams’ Chief Operating Officer, explains that at one time there was really no way to test why a valvetrain did or didn’t work, and it was common to see teams drop out of a race with a valvetrain failure. Now that is a relatively rare reason for a DNF. “Spintron testing has allowed us to pick the very best parts for each combination,” he explains. “In the old days, if you broke a valve

stem, for instance, you might try to replace it with a thicker one, but that could actually make the problem worse because it’s heavier. The Spintron has helped us to understand the entire valvetrain engineering process, and now [creating a valvetrain package] is less of an educated guess and more of an informed choice.” COMP Research and Development employee Brandon Whitsell, the man in charge of all Spintron testing, expedites the testing process by providing the customer with information on how their cylinder heads need to

be machined, and, if applicable, how the block needs to be set up to accept the instrumentation related to the COMP Spintrons. For instance, while a SBC or LS block (both of which COMP has at its disposal) can be used again and again for a variety of tests, a 410 Sprint Car block has a specific cam lobe spacing, while other applications may feature different lifter bore and journal sizes, among a variety of other nuances. In addition to lasers, which measure the dynamic behavior of the valve, COMP also uses a load cell—a force ring mounted underneath PPNDIGITAL.COM


The 6.0L LS engine features block bore plugs—pucks that keep oil from splashing on the valves or coming out of the block play an integral role in determining overall valve motion.

Strain gauges are basic engineering sensors that can be used to measure forces on components— in this case two rocker arms and a pushrod. Although COMP no longer uses them extensively due to advances in other technology, they still can provide valuable information.

the valve spring to show the dynamic forces acting upon the spring itself. Meanwhile, proximity probes go all the way through to the backside of the head of the valve. They also measure valve behavior, accurate to 0.0001 inch, and are used as a supplement to the lasers that are mounted on a tripod positioned on the Spintron cell floor and do not take into account the vibration of the engine. “It used to be you’d run the laser, which just looks at the valve motion, and if that was stable, you’d think everything was fine,” Whitsell says. “But we’ve found that you must consider both pieces of the story to really determine what is happening inside the engine.” The test results are transmitted to the aforementioned COMP-proprietary software,



developed entirely in-house. There, Whitsell helps the engine builders and race teams analyze the results. Amazingly, an entire test takes only two to two and a half days. COMP Cams measures valve motion in a lot of ways that others don’t. While there is certainly plenty of complex equipment at COMP Cams’ disposal, Brothers believes that it’s really the people who are paramount to making Spintron testing a beneficial investment for engine builders and race teams. “You can go on the shelf at any speed shop and buy good parts; the key is having the people who know which parts go together,” he says. “A good chef at a restaurant might have 25 different types of pepper he can use, but he needs to know which ones go with which dish.”

Although Spintron technology could aid any engine builder at any proficiency level, it is primarily used by those high-end builders and teams that compete in NASCAR, NHRA, Dirt Late Models and Sprint Car racing. These builders learn all sorts of valuable information from the Spintron, often the only method by which to solve problems that cannot be conquered in any other way. “Several times in the past year we’ve helped customers who have had an issue with valve spring life,” Fry says. “We had one customer that had tips breaking on springs. I know that seems minor, but if those tips work their way into the oil pump, then you can have a really hurt engine. With our instrumentation, we were immediately able to see what was wrong

Eliminate The Weak Link In Your Powertrain

In testing, the guides that are sitting on top of the piston bores slip in and hold the lifters.

Stamped Flexplates

Designed for mild to medium street and race applications, these durable, OEM replacement flexplates are stronger than stock, and fit perfectly, with no need for modifications. TCI® Stamped Flexplates are made from a high tensile strength steel that resists elongation and cracking.

An NHRA Funny Car engine that came to Spintron testing at the COMP Cams facility. This team tested a variety of valvetrain packages. “If there’s anything that’s been impressed upon me, it’s that it is critical for nothing to be visible to any competitors when we are testing,” Whitsell says. “We do that both to protect their privacy and also to prove that our focus is solely on helping the team or builder that is in on that day.” That level of trust is something that COMP has worked hard to gain throughout its nearly 40 years of existence and two decades of providing Spintron testing. The confidence is apparent in the level of competition on the track between teams and racers that utilize the same COMP resources or salesmen. However, Brothers adds that Spintron testing has played a role in helping to build parts for the shade-tree mechanic and weekend racer, too. “We’ve tested everything from weed whackers to factory stock engines,” he says. “Our Thumpr cams were tested. We almost don’t put out any valvetrain product that hasn’t gone through some kind of Spintron testing.”

Built to handle even the most demanding high performance street and race setups. These .140" thick flexplates are constructed from ultra-durable A572 steel, and are engineered to complement the toughest 7", 8", 9" and 10" competition-level converters.

Standard Features

• Black E-coated for a durable finish that won’t weaken the material

• Perfect combination of lightweight design without compromising durability

• Precision balanced, run-out checked & backed by TCI® warranty policy

* Most TCI® Flexplates are SFI 29.1 certified & available for popular GM, Ford & Chrysler applications.

Tech Video

scan to watch a quick video on this product

SOURCE COMP Cams 8964j

and correct the problem.” While engine builders receive the benefit of finding and correcting longevity problems in their valvetrains, the COMP Cams staff may also use the testing as an opportunity to learn what works to develop a new camshaft and valvetrain package for each individual customer based on their specific needs. Of course, due to the sheer number of engine builders and teams that utilize Spintron testing and other COMP resources, even something as relatively simple as cam recommendations, questions about proprietary issues and confidentiality are sure to arise. “Confidentiality is really big, something I understand from years of being an engine builder myself,” Fry says. “We realize that we have to be one-on-one and not share anything that others have learned to help gain our trust. If there is a problem that someone is trying to resolve, sometimes that will bleed over into other customers and we’ll fix that for everyone. That’s just mechanics. But as far as development work goes, [each engine builder’s] work is their work and their package is their package.” What’s more, the Spintron facility is closed to onlookers whenever testing is taking place. No one is allowed except for the COMP technicians and the teams or engine builders, should they choose to participate.

Machined Flexplates

(800) 999-0853 PPNDIGITAL.COM


TRANS HELP™ 1.888.776.9824 TCIAUTO.COM


Flex-a-lite makes direct-fit aluminum radiators and electric fans for nearly 30 years of Camaros and almost 20 years of Mustangs, offering owners of these Pony cars great performance cooling solutions.

PONY CAR COOLING PRODUCTS TO KEEP THE POPULAR CAMARO AND MUSTANG PONY CARS COOL Mention performance car to anyone and it’s very likely that either Mustang or Camaro will pop into their mind. These two nameplates have owned the Pony car market since the Mustang invented it in 1964. The classic combination of two doors and a V-8 engine in a relatively small car provided performance for the masses. Nearly 50 years later, this combination still puts a smile on the faces of drivers. Flex-a-lite has been growing its line of direct-fit aluminum radiators and electric fans for a variety of cars and 4x4s, and it has recognized the love affair that America has with the Pony cars. It makes products to fit a broader range of model years of Camaros and Mustangs than any other cars. And when they say direct-fit, they mean it! The Flex-afit aluminum radiators for these applications bolt in using the original fastener locations—no drilling or cutting required! These radiators are available both with and without an electric fan, but those who opt for the Flex-a-lite electric fan have the best path to a clean and easy installation that will provide performance cooling for their Pony cars. The fans come pre-mounted from the factory, saving you time and effort. By replacing the belt-driven fan that was factory-equipment on most of these applications with an electric fan, you realize a gain in performance that you can feel, and



an improvement in fuel economy. A win-win! The radiator and electric fan combinations also include thermostatic controllers (except for the ’10-’12 Camaro application, which uses the car’s computer and wiring to activate the dual electric fans). These controllers take the place of relays, providing everything needed to wire the new electric fan. You can adjust the temperature at which the fan turns on, and the controller will then do the rest, turning the fan on and off as needed (see sidebar on “What’s controlling your fan?”). The aluminum radiators themselves stand out from what other companies offer. With cooling fins both inside and outside of the extruded sidetanks, Flex-a-fit radiators include patented technology that provides better cooling. The internal fins perform as heat sinks, absorbing heat more quickly from the engine coolant. External fins dissipate the heat to the outside air. Tests show a 20-degree (Fahrenheit) drop from a conventional 3-row radiator to a Flex-a-fit 2-row radiator and fan combination. Speaking of rows, all of the Camaro and Mustang Flex-a-fit applications feature cores constructed of two rows of 1-inch-wide tubes. This creates high-heat transfer without restricting airflow through the

The basis of every Flex-a-lite radiator is the patented Flex-a-fit sidetank design. The extruded aluminum creates cooling fins on the inside and outside of the sidetank for better heat transfers, and the exterior fins form T-Channels that can be used to mount the radiator, as well as attaching an electric fan, overflow canister, transmission cooler and more to the radiator.

All Flex-a-fit radiators are available both with and without an electric fan pre-mounted at the factory. Using a radiator with an electric fan pre-mounted saves time and effort during the installation.

One of the company’s most popular and earliest radiator and fan combinations fits the popular Fox-bodied Mustangs (’79-’93). These provide a significant improvement in cooling capacity while also replacing the belt-driven fan with an electric fan for an improvement in power and fuel economy.


Flex-a-lite direct-fit radiators install in the same manner that the original radiator did in the car. This Flex-a-fit radiator and electric fan bolt into a ’64’67 Mustang using the original fastener locations and do not require any drilling or cutting to the car. The electric fan replaces the original belt-driven fan, providing a performance gain and improvement in fuel economy.

Flex-a-lite matches the electric fan that fits the radiator the best and will meet the cooling most common in the cars. For example, this Flex-a-fit radiator for ’67-’69 Camaros comes with the Flex-alite Black Magic electric fan that moves 3,300 cfm of airflow. That’s plenty to keep just about any small-block or bigblock engine cool.

radiator. Old-style radiators were made with 3-,

slide for easy adjustment. The radiator can be

4- or even 5-core radiators having only 3/8-inch-

repositioned, both vertically and horizontally,

wide tubes. These thicker radiators are difficult

by simply loosening the bolts. They also provide

to draw air through, decreasing the cooling

virtually limitless fastening points for attaching

system’s ability to do its job efficiently.

expansion tanks, electric fans, oil coolers, etc.

In addition to better cooling, the external

The extruded sidetanks also provide better

side fins create T-channels in the sidetank,

durability. Because the entire channel of the

allowing the radiator mounting brackets to

sidetank is holding the weight of the radiator

Many electric fans require you to install a relay and develop some sort of strategy for turning the fan on and off. The Flex-alite electric fans that come factory-installed on the Flex-a-fit aluminum radiators for Camaros and Mustangs include a thermostatic controller. These perform several functions. First, no relays are needed. The controller functions as a relay, providing a direct path for high-amperage power directly from the battery to the electric fan and using smaller-gauge wires to manage the actuation functions. Second, they include an adjustable thermostat that lets you determine at what temperature the fan turns on, variable approximately between 160-240 degrees Fahrenheit. The controllers also have terminals to connect to the air-conditioning system, turning the fan on whenever the A/C is on, and manual override options.




M US TA N G A N D CA M A R O D I R ECT- FI T A P P LI CATI O N S Here is the full list of Flex-a-lite part numbers for direct-fit aluminum radiators for Mustang and Camaro. With the addition of the second-generation Camaros, Flex-a-lite now offers radiators for four generations of these cars, as well as the early Mustangs and popular Fox-bodied-era cars.

Camaro 52187 52007 56482 56382 56484 56400 56488 56418

Radiator with electric fan: ’67-’69 Chevrolet Camaro Radiator only: ’67-’69 Chevrolet Camaro Radiator with dual electric fans: ’70-’81 Chevrolet Camaro Radiator only: ’70-’81 Chevrolet Camaro Radiator with dual electric fans: ’82-’92 Chevrolet Camaro Radiator only: ’82-’92 Chevrolet Camaro Radiator with dual electric fans: ’10-’12 Chevrolet Camaro Radiator only: ’10-’12 Chevrolet Camaro


Flex-a-lite knows that most of the Camaros and Mustangs that are being driven these days have modified engines and may even have had an engine swap. Because the company manufactures the radiators in its own facility in Fife, Washington, it can custom configure its radiators to fit your engine-swap needs. Doing an LS engine swap in a Camaro and want the radiator inlet and outlet both on the passenger side? No problem. Flex-a-lite can put the inlets and outlets where you want them, and change the diameter, too, if needed. In fact, the company received so many requests for early Mustang radiators to accommodate late-model engines that it gave the custom-configured radiator a part number!

50064 50164 50064R1 50164R1 50067 50167 50067R 50167R 52185 52100

Radiator only: ’64-’66 Mustang, passenger side inlet & outlet Radiator with electric fan: ’64-’66 Mustang, passenger side inlet & outlet Radiator only: ’64-’66 Mustang, driver side outlet & passenger side inlet Radiator with electric fan: ’64-’66 Mustang, driver side outlet & passenger side inlet Radiator only: ’67-’69 Mustang, passenger side inlet & outlet Radiator with electric fan: ’67-’69 Mustang, passenger side inlet & outlet Radiator only: ’67-’69 Mustang, driver side outlet & passenger side inlet Radiator with electric fan: ’67-’69 Mustang, driver side outlet & passenger side inlet Radiator with electric fan: ’79-’93 Mustang Radiator only: ’79-’93 Mustang

The direct-fit aluminum radiator and dual electric fan combo for ’10-’12 Camaros is one of Flex-a-lite’s more intricate systems, including brackets to install exactly the way the original radiator fit in the car. This system is also unique in that it uses the car’s original wiring to turn the fan on and off instead of a Flex-alite fan controller.

rather than a single boss point, these tanks can hold up in extreme environments. And, of course, what better match is there for your American Pony car than a performance cooling radiator and electric fan combination that’s made in the USA?


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The radiator for ’82-’92 Camaros is a significant upgrade from factory. The aging original radiators have composite tanks, and even the performance models had less cooling capacity than the Flex-a-fit bolt-in replacement.

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NEW HEIDTS PRO-G™ SYSTEM FOR `67-`69 AND `70-`81 CAMARO/FIREBIRD HEIDTS PRO-G™ IRS • Complete bolt-in assembly • High performance IRS for early model Mustangs - Street ready/Race competent • High torque/HP compatible • Includes Wilwood disc brakes

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And Driven Racing Oil™ Is The Only One That Has It

LS30 5W-30 Racing Oil Developed and race proven by the Joe Gibbs Racing engine department, this unique synthetic racing oil provides increased horsepower and delivers ultimate high temperature protection. Designed to thrive in grueling high RPM, high performance environments, LS30 offers unmatched protection for valvetrain and rotating assembly systems. This oil is formulated with the latest technology mPAO base oil and proprietary anti-friction package to fight wear while producing maximum horsepower and fuel mileage. LS30 is ideal for any LS based engine from a stock crate to a supercharged race machine.

Innovations In Lubricant TechnologyZero Compromises

Driven’s new mPAO BAse Oil is A MAjOr DevelOPMent

“mPAO” is a next-generation synthetic lubricant. While you may never have heard this name before, what this stuff does will impress anyone who understands the difference between pistons and petunias. By using an mPAO base for all its performance lubricants, Driven is able to create a light weight motor oil that retains a high HTHS (High Temperature High Shear) viscosity to give you the best lubricant possible - an oil that’s less sensitive to heat, doesn’t break down under extreme friction and just plain works better. Consider that lubrication scientists use something called a “viscosity index” to compare the quality of different base oils. The index is based on Pennsylvania crude, which is the highest quality conventional oil you can drill for. PA crude has a viscosity index of 100. The very best synthetic base oil has previously been PAO, which is quite a bit better than any conventional oil with an index number of 140. mPAO is graded with a viscosity index of 200 – solid evidence of its breakthrough lubrication properties.




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TCI’s StreetFighter 4L80E transmission and the TCI EZ-TCU transmission controller.

Selecting the right transmission for your project car is critical to its reliability and durability. With that in mind, we wanted a tough transmission capable of withstanding up to 1,000 HP. We also wanted a transmission that would allow us to cruise comfortably on the street and not cause us to stop at every gas station we saw on the way to our destination. To achieve this purpose, we chose a TCI Super StreetFighter 4L80E transmission. This transmission offers a ton of great features but should also give us years of reliable service on the street and at the dragstrip.



The 4L80E also features a gear ratio setup of 2.48 first, 1.48 second, 1.00 third and a 0.75 OD for fourth. This is a fairly typical ratio setup for a four-speed automatic. One thing we really like, though, is that the 2.48 first should help hit the tires a little softer on dragstrip launches (or let us launch at a higher RPM). The .75 overdrive fourth gear will let us cruise home on the Interstate without going insane from highRPM drone, as well as be a little easier on the engine and other parts, since we’ll be turning less than 6,500 RPM.


The EZ-TCU allows for maximum electronic control over shift points, shift firmness and shift speed. The EZ-TCU is fully configured and ready to run right out of the box—no tuning necessary.

Nearly all TCI transmissions start life as a core. Cores come into a TCI facility where they are disassembled and put through a rigorous inspection process. All of the wear parts, including clutches, steels and seals, are discarded. Valve bodies are sent out to a separate part of the facility for reworking and modification. Transmission cases are thoroughly inspected during and after the core teardown process for signs of wear, defects or fractures to ensure they are as strong as possible. Drums and input shafts, also known as hard parts, also are scrutinized carefully to ensure they can be used in the build process. Once these parts pass inspection, they are sent to designated areas for modification or reconditioning and will later be installed in the transmission application for which they are best suited.

STRONG ORIGINS The 4L80E is already a stout transmission. TCI’s Scott Miller told us, “There are a lot of parts in this transmission that are already very strong to begin with.” All Super StreetFighter transmissions are built using some of the best and toughest parts available in the transmission industry. These include Kolene treated steels, Alto Red Eagle clutches, Red Eagle lined extra-wide power-bands, larger-diameter servos, new sprags or roller clutches—enhanced hard parts where needed and an improved transmission lubrication system. Every TCI transmission is built in-house by one of TCI’s dedicated in-house transmission builders. These builders are brought up through the company and must pass a three-month training program to be allowed to build transmissions. Their sole job at TCI is transmission building. This allows them to focus exclusively on building the product, and not be distracted by other issues. Our Super StreetFighter had its original GM bellhousing machined off the case to make it modular. This allows it to be installed in a variety of applications, including our small-block Ford. The valve body has received a different set of springs, and modified separator plates to firm up the shifts mechanically. Other modifications to the transmission included updated sprag and input shaft, as well as a billet steel hub.

ADDITIONAL UPGRADES Since our transmission will be subjected to regular abuse at the strip, and even more cruising on the street, we decided to maximize its life by keeping it cooler. To do this, we installed two additional available upgrades from TCI.

Since our transmission is electronically controlled, it relies on a throttle position sensor to shift properly in automatic mode, as well as control transmission line pressure, which has a direct impact on shift firmness and speed.

MAXIMUM COOLING The first is a TCI Max Cool transmission cooler. This was a simple matter of attaching the Max Cool lines to the transmission cooler lines for our transmission. Then we mounted the cooler in a location in front of our radiator where it can get cool, fresh air. This heavy-duty cooler already has the mounting plates pre-drilled. Its design increases the surface area available for cooling and can lower transmission temperatures by as much as 33 percent. We’re using PN 824103, as recommended by TCI.



We mounted the Max Cool transmission cooler directly to the front of our radiator with the supplied hardware.

PAN UPGRADE Our second upgrade is one of TCI’s Max Cool transmission pans, PN 278000. This pan features additional cooling fins to further cool the transmission fluid as air passes under the car and across the fins. The deep design also allows for 4.5 extra quarts of fluid capacity. This, too, allows for better transmission cooling, since the heat can be spread across more fluid, and TCI says the Max Cool pan will reduce temperatures 20 to 30 degrees over the stock pan. The pan’s design also actually increases transmission strength with its thick cast-aluminum construction, acting as a girdle for the bottom of the transmission. All the parts necessary for installation were included, and it’s literally a job that takes only a few minutes— dropping the old pan, swapping on the new one and refilling the lost fluid.

FLUID We wouldn’t fill our transmission with just any off-the-shelf ATF. We need something that will stand up to the high heat, as well as offer our transmission the best performance possible. We chose to fill our 4L80E with 12 quarts (yes, that’s a lot of fluid!) of TCI Max Shift transmission fluid; we’re using the racing formula, PN 950620. Max Shift offers high resistance against thermal breakdown, plus TCI says it exceeds the standards of both Mercon and Dexrontype fluids. It’s also compatible with other types of transmission fluid, meaning that if we were simply servicing our transmission, we could add Max Shift to it with no worries about compatibility.



The new TCI Max Cool pan increases the total fluid available for better cooling and longer transmission durability.

TRANSMISSION CONTROL The Super StreetFighter 4L80E is an advanced transmission that was intended from the factory to be computer controlled. Our vehicle was not originally equipped with a GM transmission, and this creates a potential dilemma as to how to control the unit properly. Over the years, a multitude of controllers have been on the market for operating a computer-controlled transmission. Some have come and gone, some are extremely complex, while others are well past their prime. The solution for us comes directly from TCI in the form of its EZ-TCU. TCI worked directly with FAST (Fuel Air Spark Technology), one of the performance industry’s top computer-control manufacturers, to develop the EZ-TCU. Miller says, “The name fits it perfect—it’s a standalone transmission control unit based on the FAST EZ-EFI format.” The EZ-TCU takes the guesswork out of setting up a computer-controlled transmission and does so at an affordable price. For what an average tuner might charge just to get another control system dialed in for your car, you can buy a complete EZ-TCU and harness kit. Included in our EZ-TCU kit was the EZTCU, the handheld controller, which can be mounted inside the car, and the harness for our transmission. We complemented the install with a TCI Outlaw shifter that contains two buttons for manually upshifting and downshifting the 4L80E. The EZ-TCU package comes complete with a harness and shifter. Installation is a matter of connecting a power, ground, ignition on, and a handful of other wires and connectors.

It is important to note that TCI specified the power and ground must be run directly from the battery, and that no other systems should tie into these power or ground feeds for power sources of their own. Also, since this is a computer-controlled harness, the tach signal must come from a tachometer drive module or ignition box, not from the coil. All wiring should be routed as far away from the ignition system or other electrical components as possible to avoid electronic noise interference, which could affect the unit’s performance, which is why we mounted it under the seat. The harness plugs directly into the connection on our 4L80E transmission. There is also a connection for our throttle position sensor. This sensor is mounted on the passenger side of the engine bay and connected to the carb linkage. It is necessary for the control system to know where the throttle position is. We connected the blue wire to our Racepak SmartWire so that we can choose between manual and automatic shifting modes. Our TCI Outlaw shifter is equipped with two momentary buttons on the shift handle. These

Max Shift transmission fluid is a critical upgrade over standard fluid, delivering protection against high heat and internal wear.

buttons are built into the grip area and allow us to shift up or down with a simple click when in manual mode. It’s a pretty cool feature, whether on the street or the track. The system is also compatible with TCI’s paddle shifter setup, if owners prefer to go that route. The red wire in the harness connects to the button for shifting down, while the yellow wire is for the button that controls shifting up to the next gear. There is also an economy-mode trigger wire that we connected to our SmartWire system. This changes the shift firmness and timing of the gear changes in automatic mode to more comfortable parameters for cruising patterns. It’s nice for those lazy afternoon cruises, but we can go right back to the wild side with the simple flip of a switch.

EASY SETUP With all the connections made and checked, simply connect the handheld unit to the cigarette lighter (or the plug can be cut off and wired to a switched 12-volt source) and the EZTCU, turn your ignition key to on, then follow the on-screen prompts and instructions. The EZ-TCU will develop a basic strategy based on the answers to some simple questions in the setup wizard. The EZ-TCU also allows us to customize the transmission tune via the handheld controller if we so desire. This could benefit

us at the track if we think there’s something to be gained ET-wise in the shift strategies or on the street in further adjusting our transmission settings for more comfort or better street manners. All of these settings are changed via the handheld controller and are based on load, speed, throttle position and RPM. Once all the settings are finalized, we can take the car for a test drive and see how it performs. Adjustments can be made via the handheld controller if needed, although for now we’ll leave it as is. The handheld unit can be stored in the car’s glove box, or it can even be installed to act as a secondary dash. It can display all manner of data about transmission operation. Some of the information it’s capable of displaying includes speed in MPH, transmission temperature, current gear selected and line pressure. With our transmission squared away, we have peace of mind knowing we have a transmission that can handle immense horsepower. We also have some comfort in knowing that after a long day on the track, we can simply switch the car to full auto and economy mode and cruise back home in comfort.


If you’ve never driven a nitrous-equipped car, it’s time to see what you’ve been missing. A plug and play ZEX™ nitrous system will give your vehicle an instant horsep ower boost that will forever cha nge your driving experience.

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The EZ-TCU control system is a revolutionary way to install and control a transmission that requires computer controls.

Our system included TCI’s slick Outlaw shifter. We connected the yellow wire to the harness for the shifter for our upshift button and the red wire for the downshift button. Using these two buttons will allow us to shift trigger-finger style—no need to slap a shifter or slide through the correct pattern.


It’s time for a ZEX education!



Hypertech’s Interceptor Power Tuning simply plugs into your vehicle’s factory harness and can add up to 40 lb-ft of torque (on the 5.7 Hemi truck). Today’s generation of complex engine computers requires a sophisticated design to tune them. Hypertech’s Interceptor is a smarttechnology design that easily mounts under the hood of the vehicle and plugs into the factory harness to constantly monitor the vehicle’s functions. The Interceptor reads the factory’s computer and then automatically recalculates it for more performance with legendary Hypertech Power Tuning. This means more horsepower and torque, quicker acceleration, better drivability and improved mileage. Let’s take a closer look at how to install the Interceptor. It takes only about 15 minutes.


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Note: Sensor locations may vary slightly depending on application.


Plug the Interceptor harness connector into the factory cam sensor wiring harness connector. NOTE: Ensure that the Interceptor harness and all connectors are clear from moving and/or rotating parts of the engine, as well as any extreme heat sources. Locate the fuse box in the engine compartment on the passenger’s side. Press the locking tabs to disengage the fuse box and lift it up to expose the empty compartment.

CONNECTING THE MAP SENSOR Lift off the engine cover (passenger side on SRT8’s). Ram Truck Specific: Disconnect the intake air sensor. Then, using a flathead screwdriver or 8mm socket, loosen the clamp at the throttle body and lift the intake hose out of the way. Then remove the engine cover.

Place the Interceptor controller on its side in the compartment. Then reinstall the fuse box back to its original position.

CONNECTING THE CAM SENSOR Route the Interceptor MAP sensor wire under the fuel injector harness to the MAP sensor.

Route the Interceptor wire to the cam sensor. Disconnect the factory harness from the cam sensor.

Plug the Interceptor cam sensor connector into the vehicle cam sensor.

Disconnect the factory connector from the MAP sensor. This connector has a locking clip that must be slid back to unlock. Then, squeeze down the locking tab and push the connector in slightly (toward the sensor) and then remove.

Plug the Interceptor MAP sensor connector into the vehicle MAP sensor. PPNDIGITAL.COM


Plug the Interceptor harness connector into the factory MAP wiring harness connector and push in the locking clip. NOTE for RAM Truck Specific: Reposition the intake hose and use an 8mm socket to tighten the clamp at the throttle body. NOTE: Ensure that the Interceptor harness and all connectors are clear from moving and/or rotating parts of the engine, as well as any extreme heat sources.


Route the Interceptor wire to the vehicle’s intake air/temp sensor.

Plug the Interceptor harness connector into the factory intake air/temp sensor wiring harness connector. NOTE: Ensure that the Interceptor harness and all connectors are clear from moving and/or rotating parts of the engine, as well as any extreme heat sources.

CONNECTING THE INTERCEPTOR ACCELERATOR CONTROLLER Using a flashlight, locate the factory accelerator harness connector under the driver’s dashboard and above the accelerator pedal. Push the carpeted compartment cover out of the way so you can disconnect the factory harness from the accelerator-pedal sensor.

Plug the Interceptor accelerator-pedal sensor connector into the factory accelerator-pedal sensor.

Disconnect the factory harness from the intake air/temp sensor.

Plug the Interceptor intake air/temp sensor connector into the vehicle intake air/temp sensor.



Plug the Interceptor accelerator pedal harness connector into the vehicle’s factory accelerator pedal sensor connector. Tuck the Interceptor accelerator controller behind the carpet and out of the way. You may secure it using a zip tie. Installation is complete. You are now ready to enjoy more power and performance with the Hypertech Interceptor!

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ADDING BLING TO A PRO TOURING CAMARO Pro Touring cars, a subset within the muscle car genre, have been extremely hot for many years. Based on builds that look and perform like the most expensive exotics that Europe has to offer, Pro Touring cars can be identified by their ground-scraping stances and all-around performance. These hot rods have increasingly become the canvas for the most popular builders who embellish their creations with handbuilt, over-the-top billet aluminum components.

Enter the folks at Eddie Motorsports, who have created a business by manufacturing parts that have the look, feel and quality of one-off, custom billet pieces, but at an affordable price point. We recently spent the morning at the company’s Southern California facility installing a full complement of Eddie Motorsports’ products on owner Ed Borges’ 1969 Camaro.

HOOD HINGES Eddie Motorsports’ most popular product line is the one that launched the company into the performance automotive aftermarket—billet aluminum hood hinges. Eddie now manufactures models for 35 different muscle car and truck applications. What’s really cool about the billet hinges is that their function is as brilliant as their form. A stainless steel nitrogen-charged gas strut takes the place of the original springs, which are most likely to be (take your pick) rusty, wobbly, weak, noisy, or all of the above. The gas struts, combined with the support of sealed bearings at every rotating point, give the hinges an operation that is both smooth and precise.

FENDER BRACES/ ACCENT WASHERS So could Chevrolet have put any less effort into designing its stock fender braces? They start with a foot of mild steel, then pinch and bend the ends. Eddie Motorsports took a little more time to create a replacement part that will greatly enhance your engine compartment. Of course, they started with a solid piece of billet aluminum fed into one of their state-of-the-art CNC machines. Eddie offers two styles to choose from, adjustable and nonadjustable. Billet accent washers and hood stops add a perfect complement to your new braces.



HOOD LATCH You’ve probably never noticed the upper hood latch mounted on the underside of your hood until now. But your friends will no doubt pay close attention to this part once you bolt one of Eddie’s billet aluminum pieces into place. Four stainless bolts and aluminum washers, a little bit of adjustment, and “bam”—there’s a nice, new, shiny part for all to see.


The taillights are among the great, characterdefining parts of a ’69 Camaro. Whether you have an RS or standard SS, they just work with the “see you later” end of this car. But Eddie did them one better by designing a slimmer light encased in a billet bezel. The lights work with the stock bulbs and buckets and, like all of Eddie’s billet parts, they are available in a bright polished or raw machined finish or in a variety of Fusioncoated colors. Eddie chose to outfit his Camaro with the bright polished models.


The trunk is probably the last thing most people think of when customizing their classic cars. But, Eddie Motorsports has some billet aluminum that fits there as well. Like their hood hinges, Eddie’s trunk hinges utilize a nitrogen-filled gas strut and allow you to remove the originalequipment, less-than-precise torsional springs. Installation does require drilling a couple of holes, but that’s certainly a small price to pay for adding these custom pieces.



While you can purchase almost every replacement part for a first-generation Camaro, unfortunately, many of these items are cheap imported pieces manufactured from pot metal. The demand for quality, American-made components is something that weighed heavily on Eddie Motorsports’ decision to manufacture billet aluminum door handles. The handles won’t rust or break, and—oh yeah—they look awesome. Finish off the install with a set of Eddie’s billet doorknobs.

When developing new products, Eddie adheres to a mission of offering parts that are “bolt on.” On the flip side of that, Eddie wants to make every factory part bolted onto a Camaro out of billet aluminum. Parts as simple and inconspicuous as doorjamb vents and striker bolts from the Eddie catalog look awesome.




After having our way under the hood and around the outside of the Camaro, we ventured inside the car with yet another handful of premium billet parts. The Eddie Motorsports sill plates might be one of the most impressive components that we installed. You have to appreciate the time and precision needed to precisely manufacture something this beefy that fits so well.


Just north of the sill plates, we dropped in on the Camaro’s pedals. Pro Touring cars are built to be driven, and the Eddie billet pedal cover set can help you with those chores, given its machined grip pockets with precise edges. And with the special 3D machining on the backside, the covers fit the pedals like a glove.


To top it all off and help us drive it away, we added one of Eddie Motorsports’ Racer billet steering wheels. Eddie has a great selection of custom billet wheels and adapters.


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Failure to use a proper break-in oil like Driven’s BR oil will result in a failed camshaft. Break-in is a critical moment for a camshaft, so the proper balance of Zinc and detergents is a must for a successful break-in. Driven’s BR delivers the right balance without the need for an extra Zinc additive.


While you may think the whole Zinc issue has been beaten like a dead horse, the reality is that few people actually understand what has changed in motor oils over the last decade. The real problem lies in the fact that these same people are the ones who stand to suffer from these changes. Typically, the average hot rodder or racer knows the least about the motor oil going into that very expensive engine. While many professional engine builders know that motor oils have changed, many of them would not know the difference between ZDTP and ZDDP. What’s that, you ask? Isn’t all Zinc the same?


Zinc needs heat and load for it to activate and then lubricate the surface. Some types of Zinc activate faster under less heat and less load than other types of Zinc. These “fast

When we talk about “Zinc” in motor oils, what we are really talking about is a family of additives called Zinc DiakylDithioPhosphates— better known as ZDDP. Many different types of ZDDP additives exist: Primary, Secondary and Ary. These different types of Zinc have different activation thresholds. You see, Zinc is not a lubricant until the ZDDP reacts under heat and load to create a phosphate glass film that protects the metal surface. This is critical to protection.

burn” Zinc additives provide better protection during engine break-in because they react faster and establish that protective phosphate glass coating quickly during the critical break-in phase. All types of ZDDP function in the same manner. Zinc is a polar molecule, so it is attracted to steel surfaces. Under heat and load, the Zinc reacts with the steel surface and creates a phosphate glass film that protects the PPNDIGITAL.COM


steel surface by forming a sacrificial film that covers the peaks and fills in the valleys. How much heat and how much load are required to activate the Zinc depends on the type of Zinc in your oil. Secondary ZDDP is the most active type of Zinc, but it is also blamed for reducing catalytic converter life. Newer, less active ZDDPs are being used in the API SN and GM dexos 1 oil specification in order to meet increased demands on catalytic converter life. This means the type of Zinc used in your favorite brand of oil may have changed if you are still buying oil for your hot rod at the bigbox retail store. This new, less active Zinc was introduced in 2010 for the 2011 model-year cars and trucks. Are you ready for some good news? The key to how much and what type of Zinc your engine needs depends on your engine’s valvetrain. If you have a stock valvetrain and no other performance modifications, then an API-licensed oil is all you need. Every API-licensed oil will protect stock engines under normal street-driving cycles. When you start making performance modifications or begin racing, everything changes. Higher-lift cams with longer durations and greater spring pressures need a faster response from the Zinc. Oil development in race engines shows that faster-acting ZDTP does a better job protecting highly loaded valvetrains. Basically, the zinc package needs to be optimized for the application, and this is where the confusion happens. Many people have had good success with premium API-licensed products in stock engine applications (as well they should). However, this can create a false perception that API-licensed oils should work in every application, but this is simply not the case. When you go beyond normal valve lift, operating temperatures and cylinder pressures, the oil formula needs to adapt to these “new” requirements. Because the modifications fall outside the OEM guidelines used by the API to determine oil performance specifications, an API performance level does not apply. This leaves the consumer in the dark. If that knowledge leaves you feeling less than confident, then you may not want to learn about detergents and dispersant additives in motor oil that actually compete against the Zinc in your engine. That’s right. Zinc is not alone in your motor oil. Several other additives such as detergents, dispersants, viscosity index improvers, and others all compete against the Zinc inside your engine—sometimes with negative consequences. Back in August 2005 (less than a year after API SM was introduced), the Society of Tribologists and Lubrication Engineers published a story stating that calcium-based detergents and dispersants competed against the ZDDP for surface space, and that caused some wear issues in passenger-car engines. Around this same time, many engine builders began to experience a rash of flat tappet cam failures during break-in. The level of ZDDP had also been reduced in the API SM oil spec, and along with the increased use of calcium detergents and dispersants, the critical balance had shifted. The results were nearly catastrophic for

API-licensed motor oils show increased levels of wear (photos show damaged lifter at top; less wear but damaged in middle; and proper wear pattern at bottom) compared to higher-Zinc (ZDDP) oils like Driven’s HR4. These modern, lower-Zinc oils are not designed for higher-lift cams with increased duration and stiffer valve springs.



independent engine builders and camshaft manufacturers. The rate of flat tappet cam failures escalated at an alarming rate. The decrease in ZDDP from 1,000 ppm down to 800 ppm was called out as the cause for the rash of cam failures. This failed to take into account the change in ZDDP-to-detergent balance. Many engine builders switched to diesel oils that contained higher levels of ZDDP, and that worked sufficiently until the diesel oils underwent a reduction in ZDDP down to 1,200 ppm in October 2006. By the end of 2007, engine builders were again on the hunt for a higher Zinc solution. This time, many switched to properly formulated break-in oils high in ZDDP and low in detergent. Some still held onto the diesel oils, but also added an offthe-shelf ZDDP supplement. This supplement is a step in the right direction, but it still fails to address the abundance of detergent during break-in. Plus, who knows what type of ZDDP you are adding. Is it fastburn or slow-burn ZDDP? Having the right balance of additives is the key to application-specific protection and performance. Here are the facts as they relate to off-the-shelf motor oils: • Prior to 1993, the ZDDP content of motor oil was not limited. • By 1996, the ZDDP content was limited to 1,000 ppm, but no cam failures due to that level of ZDDP were reported. • By 2004, the ZDDP level was down to 800 ppm in API SM licensed oils. This was mandatory for API-licensed oils that were SAE 10W-30 or less. Diesel oils are typically 10W-40 or higher, so these viscosity grades can contain up to 1,200 ppm ZDDP in accordance with the API CJ-4 Diesel engine oil standard. However, all of these oils have had increased levels of detergents and dispersants since the late 1990s. This allows for longer drain intervals and helps to keep engines cleaner when they are forced to

use exhaust gas recirculation to limit emissions. A proper race oil should be designed to protect under extremely intense conditions, and then changed on a regular basis. Good racing oils allow the user to change the oil filter after each weekend event and add fresh oil and a filter as long as the oil still looks to be in good condition. As soon as the oil shows signs of darkening, it should be changed. A proper hot rod oil can go all year long (up to 3,000 miles) before needing to be changed. Also, a hot rod oil is designed to protect in the garage as well as on the track. Many hot rods are not daily drivers, so they see extended periods of storage. A good hot rod oil provides storage protection as well as wear protection. Again, back to that word—balance. A perfect example of proper balance can be seen in an API SN motor oil. While this spec oil is limited to 800 ppm of a catalyticconverter-friendly ZDDP, an API SN oil can break in a flat tappet camshaft. The flat tappet cam in question has less than 0.400 valve lift and no more than 215 psi valve spring pressure. The good news is that specialty oils are now available that provide the applicationspecific protection performance engines need, letting you choose the correct oil for your engine every time.



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Once the engineering and testing is completed, it’s time to make a mold. This is no easy task, so Steele Rubber Products wants to be sure everything is perfect before embarking on this step.

Steele Rubber Products spent a year researching and testing to develop the perfect door seals for the ever-popular 1968-’69 Camaro.

The 1968-’69 Camaro is one of the most iconic classic cars in America. Don’t you think restoration parts for that car should be made in America? And don’t you think they should fit properly and be durable? Steele Rubber Products listened to feedback from customers who couldn’t find the kind of quality they demanded and then set out to make the best door seals possible. It was no easy task, taking a year to research the part, design it, and build all the necessary molds. The folks at Steele Rubber Products are car enthusiasts, too, so they understand how important it is to get a part to fit right the first time and do its job without flaws. “We listened to the feedback from our customers,” said Matt Agosta, president of Steele Rubber Products, “and used that to go back to the drawing board and come up with a brand-new product that can proudly wear the Steele Rubber Products logo. We have quite a bit of time and process invested in this product; we hope that when people order it, they can recognize that this part is the only one on the market that will fit and last.” It might have been a huge project to take on, but Steele Rubber Products now has been able to introduce re-engineered door seals for the 1968-1969 Chevrolet Camaro/Pontiac Firebird to fit better and last longer than any other Camaro door seal available. These are the only seals on the market that are guaranteed to fit 1968-1969 Camaros/Firebirds correctly and provide a perfect seal. “When we designed these parts, we wanted to go as close to OEM as you possibly can,” Dave Tessin, Steele Rubber Products Tooling Department manager, told us. “They are the only ones with fully encapsulated metal in both ends that fits the door.” Each completed part requires more than half a dozen processes



to make it, and every part produced is hand-tested and checked for irregularities by a Steele Rubber employee in the company’s facilities in Denver, North Carolina. Clearly, at Steele Rubber Products, providing quality is the most important part of the business. The research and manufacturing process for this new Camaro door seal exemplifies the company’s goals. Steele Rubber Products did all the research, alignment and measurements so the part can be easily installed by customers directly from the package.

FEATURES There are two molded ends per door seal. Each seal features fully encapsulated metals for added structure. The brass metal cores are manufactured and cut with laser precision using advanced machinery. Each core is shaped manually by Steele Rubber Products technicians using a two-step process. Brass core inserts provide the structure needed to support the seals and prevent the weatherstrip from tearing or breaking apart with time. • Extrusion: The metal cores are covered with a softer extrusion that allows the doors to seal shut easily and protect the car’s interior from water, wind and other environmental factors that can cause damage. • Perimeter weatherstrip: The perimeter door seals are measured and individually cut to the exact length. Retaining pins are precisely placed to take all the guesswork out of aligning the door seals. Perimeter door seals are also made of a rubber with a lighter density that holds the seal around

One of the issues with all door seals can be the size of the perimeter weatherstrip. If it’s too big or small, the door will not close properly.

The rubber seal is extruded. Every part is made by hand.

the doors without applying too much pressure or creating gaps in the rubber. • Clips: Twelve additional clips are included to allow you to install the pins quickly without any additional tools.

Sometimes a molded end on a door seal can be too big, so there is no place for the excess rubber to go.

HOW IT’S MADE After hearing a lot of feedback from customers about the fit and quality of existing products on the market, Steele Rubber Products decided it was obvious there was a definite demand for a high-quality Camaro door seal. The company made some changes to how it made these door seals. Steele Rubber’s tooling manager, Dave Tessin, gathered some original seals, including a part from his son’s 1968 Camaro. The company used multiple scans to create the molds for the brass core and the molded ends. Dozens of tests were performed to check the corners, length, density and look, even before the first part was made. Measurements were then taken off the door to ensure that the perimeter weatherstrip was correctly sized and spaced. The pin locations were marked and installed manually so the parts could be sold in a complete kit that customers could use directly from the package. The brass core ends are molded

A metal core is important for a proper fit, but Steele Rubber Products goes one better by using brass. It’s more difficult, but the part lasts longer.

Brass cores also hold better to the rubber and do not rust.





• What’s included: Two door seals Fully molded ends with pre-installed pins 12 installation clips Instructions • How to order: Call or visit the website: Part No: 82-0007-72 Phone: (800) 447-0849 Price: $108/pair

are most proud of,” said Operations Manager John Dancoff.

AMERICAN MADE Camaros and Firebirds are popular American classics that should be restored with quality American parts. Each door seal is molded by a Steele Rubber Products employee using precise temperature controls and exact measurements.

Another benefit of brass cores is that they make the seal easier to install and actually help the end absorb the stress of opening and closing the door.

with the perimeter weatherstrip one part at a time by the experienced staff. The entire process is done in-house so Steele Rubber has complete control of all the parts and they are all made to specification and individually checked by the operations manager. Eric Saltrick, vice president of Steele Rubber Products, told us, “These Camaro seals exemplify the way in which we build all of our parts: one at a time with close attention to details. This may not be the fastest and cheapest way to make parts, but we know it’s the right way to do things.” One of the first sample parts was tested on Tessin’s son’s 1968 Camaro. At least six other customer cars were tested later with sample parts to ensure ease of installation and proper fit before going into production. “[After we made the samples,] we took the samples back to my son’s car and asked a couple of other restorers to try our sample parts on their ’68 and ’69 Camaros, and everything fit snuggly and correctly,” Tessin told us. “We know for sure that when a customer orders this part they are getting quality, and that’s what we



ABOUT STEELE RUBBER PRODUCTS Steele Rubber Products makes quality rubber parts and weatherstripping for classic cars, custom hot rods, trucks and muscle cars. Lynn Steele created the company in 1953 while making hard-to-find parts for his own 1931 Cadillac. Generations later, the family business now operates in Denver, North Carolina, with the same goals of manufacturing the highestquality restoration parts. Steele Rubber Products has one of the largest inventories of automotive rubber parts in the world. Each part is extensively researched to ensure authentic looks, great fit and dependable performance.

The pins that connect the door seals to the Camaro are critical for proper fitment. Steele Rubber Products supplies 12 additional clips to allow you to install the pins quickly without any additional tools. The end is a complicated piece and must be attached to the extrusion correctly. This is an area where previous parts have seen a lot of failures, so Steele Rubber Products molds the ends directly to the extrusion for a better product.

A door seal is a complicated part, and there are many aspects that must be perfect for an outstanding fit and long life. Steele Rubber Products has been in business since 1958, and they know what it takes. Here’s another view of the end. Steele Rubber Products used three different original Camaros during the testing to make sure the seals fit and the doors close easily.


(704) 483-9343

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EZ-EFI 2.0


These are the key components that are included in a complete FAST EZ-EFI 2.0 system.

Some things just get better with age. Wine, cheese, muscle cars, and now FAST’s EZ-EFI 2.0 can be added to that list. The new unit features a host of new changes that make it better and simpler for the performance engine builder. The original FAST EZ-EFI changed self-tuning fuel injection forever with the industry’s easiest carburetor-to-EFI conversion option. Now the EZ-EFI 2.0 has been upgraded with more features than ever before, while maintaining its ease of use that doesn’t require a laptop or tuning experience. It simply tunes itself as the user drives.



Featuring eight injectors, the die-cast throttle body supports up to 1,200 HP—the highest horsepower capacity of any throttle body on the market.

The FAST EZ-EFI 2.0 eight-injector, diecast throttle body supports up to 1,200 HP (the highest on the market), includes ignition timing control, and is able to run E98, E85 and E15 ethanol-blend fuels, while competing versions cannot. It flows more air than the first-generation EZ-EFI throttle body due to an improved inlet, while a new secondary shaft throttle stop adjustment provides even more precise idle airflow adjustment and balance. Meanwhile, an industry-exclusive and uniqueto-FAST integrated fuel pulse damper creates ultra-precise fuel control. The EZ-EFI 2.0 also incorporates needlebearing-supported shafts instead of bushings and an integrated fuel rail design with crossover for tighter packaging. Setup includes the market’s fewest connection wires, including a new high-quality wiring harness and a sleek mesh-type loom. Featuring the industry’s only color touchscreen and an LED diagnostic system that includes on-board diagnostics, the EZEFI 2.0 has an updated handheld and EZ-Test Indicator Lights. Self-powered through the ECU, it shares the same mounting points as the Garmin Nuvi GPS, meaning there are nearly limitless mounting options.

EZ-EFI 2.0 Base Kit Includes: Engine Control Unit (ECU) Full Color Touchscreen Hand-Held 1200 HP-Capable Throttle Body w/Internal Fuel Injectors and Sensors Fully Mesh Wrapped Main Harness USB Communications Cable

This ECU includes a number of internal upgrades and warning lights that notify the tuner exactly what is going on with the fuel injection system.

The ECU is easily installed with this single connection; it can be installed in only one direction.

EZ-EFI 2.0 FEATURES AND BENEFITS • Higher-flowing and higher-HP-capable throttle body for engines making up to 1,200 HP • Maintains ease of use that doesn’t require a laptop or previous tuning experience • Able to run E98, E85 and E15 ethanol-blend fuels, as opposed to competitor versions that cannot • Fuel pulse damper creates extremely precise fuel control • Features the market’s fewest connection wires, including sleek wiring harness and mesh-type loom • Updated handheld features the industry’s only color touchscreen and shares the same mounting points as Garmin Nuvi GPS for almost limitless mounting options • Works with EZ-EFI or Inglese throttle bodies, multi-port systems and dual quad systems • Compatible with multiple fuel pump options • EZ-Solution option to allow integration with most common ignition systems • Includes limited lifetime warranty and backed by the industry’s most extensive technical support



The FAST EZ-EFI 2.0 works with either generation’s throttle body, multi-port systems, dual quad systems and Inglese throttle bodies, and is compatible with multiple fuel pump options, including in-tank, inline, highhorsepower inline, return style and returnless style. The EZ-Ignition features an EZ-Solution option, meaning it can work with most common ignition systems, while precision control requires a FAST distributor or crank trigger. The patentpending EZ-EFI 2.0 is 100 percent designed and engineered by FAST and includes a limited lifetime warranty backed by the industry’s most extensive technical support team.


PART # 30326-KIT

EZ-EFI 2.0 Self Tuning Engine Control System, Base Kit with 4BBL Throttle Body (For Distributor Ignition)

EZ-EFI 2.0 Self Tuning Engine Control System, Master Inline Pump Kit w/ 4BBL Throttle Body (For Distributor Ignition)

The handheld control module makes it easy to ensure the system is running correctly and monitor system performance.


EZ-EFI 2.0 Self Tuning Engine Control System, Master In-Tank Pump Kit w/ 4BBL Throttle Body (For Distributor Ignition)


EZ-EFI 2.0 Self Tuning Engine Control System, Multi-Port Type (For Distributor Ignition)


EZ-EFI 2.0 Self Tuning Engine Control System, Multi-Port Type (For LS Coil-On Plug Ignition)


This throttle body cut-away reveals the placement of an injector and the FAST integrated fuel pulse damper, which creates ultra-precise fuel control.


(877) 334-8355



Note the perfect angle of the injector to ensure proper delivery of fuel and ease of plugging in the injector wiring harness for install and servicing.



to really take full advantage of all the power built into that hot new cam. You’ve read all the magazines and the ads, and finally decided to buy a Since you bought your cam from a reputable dealer, we hope that performance camshaft for your ride. Okay, we’ll begin by assuming you’re dealer asked some key likely not a serious racer questions, and helped you who knows the lift and choose the right cam for your duration specs of dozens car. If you’re even slightly of cams by memory. We’ll concerned about this, contact leave that super-gearhead the company that made your stuff to the really “hardcore” cam and get more information. racer guys. There is no better source of We will also assume information than the cam you want a cam that will company itself, and they have deliver a bunch of low-end people manning their phones and mid-range torque, for who know their products and that “slam me back in the what will work best for you. seat” feel, plus extend the As an example, the folks at RPM at which your engine Lunati have been in the racing continues to pull. Maybe and performance cam business even more important, you since 1968. They deal with pro want that seriously ragged racers, engine builders and idle that announces your street performance people newfound horsepower to This Lunati kit packages everything needed to ensure you're getting the anyone listening. We’re correct, matched valve springs, retainers, valve locks and valve stem seals. daily. Anyone who answers their phones has years of also going to assume you engine, cam and valvetrain knowledge and can set you straight on what bought your new cam from a reputable dealer, and not used, at a local works and what doesn’t. Best of all, there’s no charge for helping you. You flea market. With these details settled, let’s get down to what you need



Whether it’s a Hydraulic Roller Cam and Kit (top) or a flat tappet Cam & Lifter Kit (above), be sure you follow the cam maker’s recommendation for valve springs and components.

Lunati’s Voodoo Cam & Lifter Kits are a budget-friendly way to boost performance.



can reach them Monday through Friday at (662) 892-1500, 7 a.m. to 6 p.m., Central Time. When you’ve got your cam lobe profile settled (most of us just call this the “grind”), let’s decide what you need to get all the cam has in it. If your engine is internally stock, you will have several important considerations. None of these is more important than the valve springs. Aftermarket cams usually have added valve lift, meaning they lift the valves higher off the valve seats in the heads than the factory stock cam. This valve lift and the increased period of time the valves are held open are what deliver the horsepower increase you want. But that greater lift usually requires an improvement in valve springs. Stock springs are fine for a stock cam, but an aftermarket cam requires valve springs that are taller, to allow the valves to open without the spring coils contacting each other when the valves are open at maximum lift. This is called “stacking,” or “coil bind,” and the results are always bad. A performance cam also will need increased spring tension, both when the valves are on their seats, and at max lift, max valve opening. That helps your engine rev higher. Don’t chance using stock springs. Instead, ask your cam company to recommend the right valve springs and spring retainers. Lunati offers this valuable service free. All you have to do is call its Tech Service number. When you reach them, you should also ask about a set of high-

Mechanical roller cams (top) are best for racing. Hydraulic flat tappet cams (middle) work well and are inexpensive. Hydraulic roller cams (bottom) offer easy maintenance and roller cam horsepower. strength, machined-steel valve locks. These are fairly inexpensive, and far stronger than stock, stamped-steel locks. The added strength these locks deliver is also a requirement with stiffer performance valve springs. Next, consider buying a set of stronger, stiffer aftermarket pushrods. Your cam company will have the right pushrod for your engine, and you’ll benefit from the reduced flex and deflection when stock pushrods are used with stiffer aftermarket valve springs. Weaker stock pushrods can rob you of maximum valve lift due to flexing under load! Stronger, stiffer pushrods cure this. If your budget can stand a bit more expense, a set of roller trunnion, roller-tip aluminum rocker arms can be obtained for less than $300. Just adding a set of roller rockers can produce an easy increase of 10 to 15 HP. That’s an attractive “horsepower per buck spent” price! If you’re changing the cam, installing the new rockers can be done easily during your cam change project. (Some engines, such as the 5.0351W Ford V-8, have “net lash” valvetrains, and must be converted to adjustable rocker arms; Lunati can provide what you need to make the conversion.) The needle bearings that support the trunnion area are proven to reduce friction. That means more horsepower and quicker engine response. Companies such as Lunati make aluminum roller rocker arms, which are guaranteed for the life of the engine. Finally, your cam change should be accompanied by a couple of other improvements that are geared toward getting max power from your engine and its new camshaft. If your wallet

is getting light, consider saving the cash to get the next items necessary for your go-fast list. Start with your exhaust system. A set of quality tube steel headers and low-restriction mufflers with a dual exhaust system and crossover “H-pipe” will add horsepower, torque and engine response. Just the sound alone is worth the expense and effort! If your car or truck (we love trucks that perform, too!) has an automatic transmission, be sure to ask your cam company about recommended torque converter stall speed, and rear axle ratio. Again, they can provide you with right-on information that will save you time and frustration, deliver the performance you want and save you cash in the process.

More additions to consider are improvements in your electronic fuel injection, bigger-capacity FI nozzles, a corresponding higher-pressure in-tank electric pump, and maybe an aftermarket intake manifold. If you’re running a carburetor, consider an aftermarket aluminum high-rise intake manifold and carburetor whose CFM size corresponds to your engine cubic inches and flow capability. A powerful aftermarket ignition system is always a solid choice for maximum power. Although they are somewhat more costly than the previous modifications we’ve covered, there are now many great choices in aftermarket cylinder heads. The right heads will greatly improve airflow and your engine’s overall efficiency, and make that new cam shine even more. The performance and racing aftermarket has a rich and lengthy history of designing and building parts that make power. Take advantage of information and product resources such as Lunati, and call them before you spend your hard-earned cash on parts. Ask questions and make notes, and don’t be afraid to call back if you have a problem. The tire smoke you create will be well worth it.

SOURCE LUNATI Lunati roller trunnion, roller-tip aluminum rockers can add 10-15 HP, and are an easy, bolt-on, cost-effective power-adder.

(662) 892-1500 PPNDIGITAL.COM




Ultra-Duty starters from Quarter Master are hand assembled for tons of torque and great reliability. Here are a few tips for installing one on your car for best results

STARTER AND JUMPER If you have a high-quality starter like an Ultra-Duty unit from Quarter Master, it should provide you years of reliable service without any issues. You can practically set it and forget it. But getting the installation right is critical, and to help you nail that, we’ve got a few tips for you.

STARTER PROPERLY FITTED TO BELLHOUSING Quarter Master Ultra-Duty starters are hand assembled and among the most durable starters you will find anywhere. They produce extremely high torque to spin over even the most high-compression engines and will work with both 12- and 16-volt systems. This makes them very popular with racers who simply cannot afford a failure. And, in fact, this reverse-rotation unit is going onto a Dirt Late Model racecar that has already been outfitted with a Quarter Master bellhousing and flywheel. But the same installation tips we’re going to tell you about will also work in practically any application.



STARTER MOUNT LOCATION Besides the starter, Quarter Master also provides the necessary mounting hardware, and even a jumper, so that the starter can be wired up to work with a remote solenoid setup. Making use of a remote solenoid to send power to the starter is almost universal on racecars. It means you don’t have to run your power wires from your instruments all the way down to the starter, and it also simplifies installation and removal. Plus, a remote solenoid means you don’t have a wire attached to the starter that’s constantly hot.

STARTER CLEARANCE IS CRITICAL An important tip is to take a moment to ensure that with the starter disengaged you have approximately 0.100 inch (give or take 0.040 inch) between the starter pinion and the ring gear. This is so the starter has enough room to disengage completely and separate from the ring gear after the engine fires up.

JUMPER POSITION Installing the jumper is simple. But the included jumper screw is too large for the hole in the spade terminal. The fix is easy: Just chuck up a 1/8-inch bit in a drill and open up the hole. Now you can remove the nut from the unused stud, slide the jumper in place and secure it to the spade terminal with the included hardware. With the jumper installed, all that’s left to do is install the starter on your car.


JUMPER BOLT INSTALLATION For reverse-mount applications, such as you see on this Dirt Late Model, the ultra-lightweight magnesium bellhousing from Quarter Master includes a machined aluminum plate for securely mounting the starter. It also does a great job of precisely locating the starter relative to the flywheel so that you get the correct gear mesh for great component longevity. The end of the starter has a machined collar that precisely fits the aluminum mounting plate on the bellhousing. Once the starter is in, it’s just a matter of tightening up the three bolts in our case. Different applications will use different fasteners, but Quarter Master provides the correct torque for each in the included instructions.

Finally, install a power wire to your remote solenoid. Make sure the power wire is of a heavy enough gauge to carry plenty of power to the starter. Attach the other end to the same terminal post onto which you previously installed the jumper. Remember, this post isn’t a hardened-steel bolt, so use just enough torque to secure the nut. If necessary, use a few zipties to secure the power wire so it won’t flop around underneath your car. And that’s it. You’re done. The Quarter Master package is straightforward and easy to work on. All that’s left to do is to fire up the engine and go racing.


(847) 540-8999 PPNDIGITAL.COM



TH E LEGACY S TREET ROD SU SP EN SI O N B UI LD E R HAS BEC OME A P R EM I ER MUSCLE AND PERFORMAN CE CAR SUSPENS ION SY S TEM DESI G N ER Building a cool suspension system that can handle the cruising demands of street rodders is one thing. Making it handle at high speed is another. That fact is not lost on the engineering staff at Heidts Automotive Group. In 1985, Gary Heidt founded a company that built great suspensions for street rodders—a cool-looking product that improves handling without sacrificing ride quality. The systems he originally developed have evolved over the decades chiefly as a result of on-road experience. His SuperRide and SuperRide II independent front systems remain legacy products. His Independent Rear Suspension was revolutionary, complete with custom center section and inboard Wilwood disc brakes. Today, with a firm grip on the street rod market, Heidts Automotive Group (which now includes Kenny Brown Performance and Alston Race Cars) has expanded its lineup with products for a variety of classic muscle and performance cars that dramatically improve the handling performance of these classic vehicles and—as always—with no compromise in ride comfort. The best of both worlds—plus rack-and-pinion steering to generate modern-day handling feel and massive disc brakes that generate the stopping power of track-specific performance cars.



Looking more like jewelry than suspension, this polished IRS is the new Tri-5 system designed for 1955-’57 Chevrolets.

New Products Currently, Heidts has the broadest product line of front suspensions and IRS and four-link systems for street rods from 1930 through 1948. For the muscle and performance car crowd, Heidts has quietly become the largest supplier of high-performance suspension systems for early Nova through 1972, first- and second-generation Camaros and Firebirds, early-model Mustangs through 1970, and 1955-’57 Chevys of the popular “Shoebox” era (later this year Heidts will enter the truck market with 1967’72 Chevy/GMC C10 truck and 1965-’79 Ford F-100 systems). To drive a full Heidts-equipped muscle car today is truly a delight, bringing these 40-plus-year-old cars up to current technology. No one in the industry has sold more of these complete IRS suspension packages than Heidts—the first company in the industry to offer such a system for vintage cars. Along with the amazing handling benefits of these systems is the innovative design that allows the DIY home builder to install a Heidts IRS without the need for cutting torches, saws or welders. The Heidts IRS is basically assembled on the workbench and mounted to the stock

The Heidts Performance Car Challenge event (www.heidtsperformancecarchallenge. com), staged in May, is Heidts’ chance to meet with fellow enthusiasts and show off the Heidts product line. Along with fellow sponsors Super Chevy, Muscle Mustang, American Street Car Series, Wilwood, Nitto, Jet Hot and Strange Engineering, the event features the Autobahn Country Club 1.8-mile north road race circuit, the Speed Stop Squared slalom and braking test, along with a tight and taxing autocross course. Today, the Heidts Performance Car Challenge has become one of the top events of the year for the Pro Touring set.

The Heidts ’71 Camaro is well known in autocrossing circuits. For 2013, it receives a new engine and a Heidts IRS. frame rails using custom Heidts-developed saddles that bolt in place. All of the associated parts use these frame mounts as their base. For an accomplished vehicle builder, a system can be installed in a day; for the novice, a weekend at most.

Track Testing— OEM-Based Engineering It’s fine to test suspension design on the street, but even highway speeds are not much of a challenge for suspension design. It is on the track where a suspension is really tested, a fact not lost on Heidts engineers (all the while not forgetting that these vehicles will spend most of their time on the street and that ride quality cannot be compromised).

This year, Heidts has set about revamping its well-known white ’71 Camaro with prototype suspension pieces that will once again revolutionize Heidts’ leadership position. With a fresh LS3 engine for power, reworked weight bias and other hidden upgrades, the ’71 will be a much tougher competitor come the challenges associated with national autocrosses and the numerous magazine tests slated for 2013 that it will attend. The newcomer to the Heidts “Competition Team” is the ’68 “wide body” Camaro. With a big-horsepower engine package and Tremec transmission to motivate this machine, the firstgeneration F-body will be a rolling catalog of Heidts current components. Everything you see on this cool Camaro can be duplicated on customer vehicles, making its success on the upcoming “competition calendar” so important to Heidts.

Heidts Quality— American Made Heidts continues to deliver high-quality suspensions that provide huge advantages in terms of drivability and performance over stock suspension systems. Built in Lake Zurich, Illinois, by American workers, these systems are hand constructed by artisans who have taken MIG and TIG welding to an unprecedented level using the most modern production process techniques. Dedicated to continuing to advance the state of suspension design, Heidts engineers will further press the limits of handling performance. A recent acquisition has expanded production capabilities—just one more indication of the internal dedication of Heidts to creating better product systems that exceed customer and performance expectations, and a reassuring fact that Heidts customers know well.

Heidts independent front systems come in three flavors and fit a wide variety of street rods from 1930 through 1948.


(800) 841-8188




Dr. Robert Prucka

Advanced Engineering Technology Conference Review 2012 Ever wonder what it would be like to pick the brains of top engine builders or the engineers behind some of the best performance components available? Think of the tips and inside information you could learn to gain an edge over your competition! Are you curious about piston coatings and dome design, or about improving an engine’s lubrication capabilities through pump technology? Ever think about how a four-pattern cam lobe design will affect the air-fuel ratios across the cylinders—and how you can record that information? All of these subjects and more were covered at the 23rd Advanced Engineering Technology Conference (AETC). The AETC is held in conjunction with the Performance Racing Industry (PRI) show, taking place during the three days leading up to the



trade show. The 2012 event, held November 26-28 in Orlando, Florida, again brought together a group of engine builders thirsting for insights from a variety of engine component specialists, racers and engineers. Remember, at this level of engine building, chances are you’re not going to discover 20 HP over your competition with a couple of different parts. However, when you pay attention to the minute details that many of the speakers presented this year, you could learn how to find a couple horsepower here and there, which could translate to increased power numbers and longevity to give your engines an edge. That is exactly what AETC is about—learning more about technology and how to incorporate those findings into your engine building. There

were interesting seminars on bearings that included materials, coatings, construction and exacting tolerances. Ever want to know more about piston tech, skirt coatings and ring land construction? This was the place. Oil-pump designs were fascinating, too, and included a view of what an LS pump experiences at 6,000 RPM (you don’t want to know). Of course, for engine longevity, you need to use the right fasteners, and we learned the technical-side tightening methods, including straight, torque and angle, as well as stretch. And have you ever considered how useful data acquisition could be on the dyno or the track? Incredible things can be revealed. Also, Clemson University presented an inside look at the benefits of computer simulation for fuel-spray modeling and research on stepped headers. Between each speaker, there is time to ask questions and mingle with other presenters and fellow participants. That in itself should be enough to convince anyone to attend; however, the AETC staff also has giveaways during each intermission. Prizes include pistons, ring sets, race oil, spark plug wires and engine fasteners. Best of all, everyone wins something. AETC is already making plans for 2013 and even has several speakers lined up from Jesel Valvetrain, Total Seal, Mahle, Arrow

Back to Indianapolis! Take note that AETC and the Performance Racing Industry (PRI) show are heading back to Indianapolis, Indiana. The IMIS show, which has been held at Indy for the last four years, will be consolidated with the PRI trade show to produce the largest performance and racing trade show in the world. The 2013 PRI trade show will occupy the entire Indiana Convention Center in Indianapolis, and will take place December 12-14. For 2013, AETC and PRI will return to Indianapolis with the promise of an outstanding week of racing products and technology. Be sure to make your reservations for the week of December 9-14 early and unpack your winter coat and mittens!


FACTORY CLOSEOUTS, OVERSTOCKS & LIQUIDATIONS is the preferred online outlet store for many of the most popular brands in the automotive aftermarket. With exclusive liquidation, overstock and closeout deals featuring full factory warranties, is your go-to resource for great deals on proven performance parts.


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COMP Cams’ Billy Godbold.

Racing Engines and Performance Illusion Engines. The conference will be held December 9-11, which again corresponds with the PRI show. However, make note that the shows are returning to Indianapolis. The PRI show merged with the Indy-based IMIS event to bring the best racing products available under one roof. This will be the largest gathering of performance and racing products in the world and will take place December 12-14 at the Indiana Convention Center in downtown Indianapolis. If you want to build better engines, the Advanced Engineering Technology Conference will deliver the tools to get you started. Go to for more information and to take advantage of early registration savings.

Mahle Racing Pistons’ Brad Green.



The AETC conferences are heavily attended by people with a wide diversity of backgrounds.

2013 AETC Speakers Planning for the 24th AETC event is well under way. The show is scheduled for December 9-11 in Indianapolis, with the following speakers confirmed: • Lee Carducci, Arrow Racing Engines—How to Embrace and Transform the Latest OEM Engines and Technology Into Competitive Race Engines • Cecil Steven, Performance Illusion Engines—How to Use Cylinder Pressure and Valve Motion Measurements to Improve Performance • Bill McNight, Mahle—The Science of Bearings and How They Can Be Optimized to Maximize Performance • Harold Bettes, Performance Researcher/Author—Airflow, Engines, Dynos—Myths, Legends & Facts • Keith Jones, Total Seal—How to Optimize Cylinder Finish for Maximum Piston Ring Seal • Dan Jesel, Jesel Valvetrain Innovation—Tomorrow’s Valvetrain Trends, the Latest Advancements for Performance And more to be announced! Watch for updates and early registration deals.

The AETC conferences feature the ability to ask questions of the speakers to obtain real knowledge about the discussion topics.

T h e Art o f

n o i t c u d In

Give us a call today and we can custom build the EFI or Weber Induction System of your dreams.

1.866.450.8089 WWW.INGLESE.COM



Nothing can beat the bone-shaking, hard-hitting idle of a Thumpr™ Cam when it roars to life – fire up your Thumpr™equipped hot rod and the whole block will know it. Only COMP Cams® Thumpr™ Cams perfectly combine early intake valve opening and long exhaust duration with a generous amount of overlap to create a rough, choppy idle that opens up into an earth-shaking, deep-throated roar when you step on the gas. But that’s not all; thanks to cutting edge lobe designs, Thumpr™ Cams also produce significant horsepower gains and a broad torque curve, making them ideal for performance street rods and muscle cars. Thumpr™ Cams provide the best of both worlds, an aggressive idle backed up with serious seat of the pants performance.

45 Years & Still Moving Forward TCI® Has Been A Leader In Performance Torque Converter Technology Since 1968 And We’re Not Done Yet. Standard Features • Furnace-Brazed Fins For Stall Consistency • Heat-Treated Sprag Races & Steel Hub • HDT Coating™ Improves Heat Dissipation • Computer Balanced To Strict Tolerances • Heat-Treated Steel Turbine Spline For Greatly Improved Durability • Additional Bearings Increase Thrust Load Capacity & Reduce Drag • 100% Tested & Triple Quality Inspected

Nobody Knows Performance Torque Converters Better Each TCI® converter is custom designed for your specific application by real drivetrain engineers and built with pride by the most highly trained builders in the industry.


TCI® Breakaway®, StreetFighter®, Super StreetFighter™ and Ultimate StreetFighter™ Torque Converter series are available for most popular AMC, Chrysler, Ford and GM street/strip applications. Whether it’s a late model lock-up converter or a conventional converter, TCI® has the technology and experience to get maximum performance from them all.


With 7", 8", 9", 10" and 11" Drag Race Converters available, as well as PRO-X™ 9" and 10" Converters, TCI® carries hundreds of custom designed converters for various drag race classes, horsepower levels and drivetrain setups. They are available for popular AMC, Chrysler, Ford, GM and Lenco transmissions. From Bracket to Outlaw racing, TCI® has consistently produced more champions and race winners over the last 45 years than any other performance drivetrain company.


Yes, We Can Do That! Need something special? TCI® will gladly custom engineer and build a torque converter for your exact needs. We provide this service to our customers without extra charges and in most cases we can have it at your doorstep in a matter of days. To discuss your application, simply call the knowledgeable TCI® tech support team and they’ll help you find the perfect converter for your performance needs.

Delivering faster starts and maximum corner exit speed, every TCI® FastLap Torque Converter™ is built specifically for the needs of automatic transmission-equipped oval track racers. Available in 10", 11" and 12" configurations, there are over 50 custom designed converters available for Ford C4, GM Powerglide and GM TH350/400 transmission setups, including “direct drive” converter applications.

Monday-Friday 7:00 a.m.-6:00 p.m. CST


New TCI® Catalog Is Here

Call for your copy or view it now on our website.

TCI® Automotive

Racer & Dealer Programs Available

151 Industrial Dr, Ashland, MS 38608



Both the TCI® Maximizer™ Towing & Street Series and the Tractor Pull/Monster Truck & Off-Road Series of torque converters are engineered with the strongest parts available. Built to deliver increased low-end muscle and better fuel mileage while also providing an unmatched level of durability for extreme usage, they are available for popular gasoline and diesel AMC, Chrysler, Ford and GM applications.

TRANSHELP™ 1.888.776.9824

Power & Performance News Spring 2013  

Check out the latest print edition from the PPN editorial staff. This issue includes a host of informative automotive aftermarket tech artic...

Power & Performance News Spring 2013  

Check out the latest print edition from the PPN editorial staff. This issue includes a host of informative automotive aftermarket tech artic...