Engine Builder Deals

Ford 140 Cam #cs666

noreply@blogger.com (Speed Plus More) — Thu, 16 Feb 2012 01:38:00 +0000

ARP Bolts and How They Are Made

noreply@blogger.com (Unknown) — Fri, 12 Aug 2011 19:50:00 +0000

Here is a very interesting and informative video about ARP Bolts

Video Tech Seminar: King Engine Bearings

noreply@blogger.com (Unknown) — Tue, 26 Jul 2011 21:57:00 +0000

Here is a great 4 part video for all you engine techies out there that are interested in increasing your knowledge about the "whys and what fors" about engine bearings. Why they wear out and why they fail and how to minimize the chances of bearing failure in your automotive engine. Propower Performance Parts has a complete inventory of King Bearings available at your request.

Let me know if this video was of any value to you by leaving a comment below.

Using Head Studs on 4.6 Ford Modular Engines with Power Adders!

noreply@blogger.com (Unknown) — Tue, 07 Jun 2011 04:22:00 +0000

It seems like in today’s high performance market power adders are the easiest way to make a lot of horsepower without completely rebuilding the engine. But added horsepower puts more stress on the bolts that hold the head to the block. Studs can solve this problem.

Many manufacturers are now offering bolt on added horsepower of anywhere from 50 to 300 extra horsepower for the very popular Ford Mustang 4.6 Modular Engines by bolting on a supercharger, turbocharger, or nitrous oxide. The consumer is under the impression that it really is just a bolt on and go kit. And in a lot of cases it can be. Especially with the milder horsepower upgrades, driven conservatively, a kit might be well suited for no additional add ons other than a tuning upgrade.

Whenever I give a quote for a 4.6 Ford Modular Engine being built for use with a power adder I always recommend that the engine be upgraded to include aftermarket head bolt studs. The factory head fasteners are not capable of enough clamping force to hold the head securely to the block for the increased cylinder head pressures caused by the power adder. When the engine is producing more horsepower and has more cylinder pressure, the head is trying to “lift” off the block with each explosion in the head chamber.

Remember in high school when they told you about Newton’s Third Law of Motion? The third law states that for every action (force) in nature there is an equal and opposite reaction. In this case the “reaction” is the force trying to “lift” the head off the block. As the force to push the piston down increases so does the force to “lift” the head increase. Make sense?

It becomes the “vicious cycle” of engine building. The stock fasteners can’t hold the head properly so you blow a head gasket. The head has some damage and you have it machined a few thousandths. Now the head is more susceptible to blow another head gasket because the compression has increased a bit from the machining. Again you shave the head and the process repeats itself until one day someone suggests that you use an aftermarket set of head studs that can provide enough clamping force preventing the head from lifting off the block.

Head studs should be installed on any Ford Modular 4.6 and 5.4 Engine where a power adder has been installed. Head studs are available for all Modular engines. The most popular head studs are manufactured by ARP and are available through the link at the end of this article.

Find all the ARP head studs for 4.6 and 5.4 Modular Ford engines at http://www.modmaxracing.com/category_s/181.htm

Boost Your Mustang 4.6 3v to an Impressive 466hp

noreply@blogger.com (Unknown) — Sun, 22 May 2011 00:11:00 +0000

I've been selling hardcore automotive racing engine parts for years. Dealing with professional engine builders, speed shops and individuals. Building a high horsepower engine is complicated, grueling, and sometimes catastrophic. A lot of people think there is nothing to it, but they're wrong.
Now there is a NEW WAVE of horsepower making that is sweeping the automotive aftermarket. It's called POWER ADDERS. Turbos, blowers, superchargers and nitrous; they all do basically the same thing: add more horsepower. The problem is that until now you could only purchase the components separately and then try to configure a way to put them all together. A lot of guess work. Very intimidating. But now there is the Edelbrock E-Force Supercharger System. A complete, all inclusive kit that contains everything needed for a professional, clean, install at home.

Late model Mustang owners now have the ability to increase the horsepower and torque of their factory 4.6 3v equipped vehicles to a whopping 466 horsepower without rebuilding the engine using expensive crankshafts, connecting rods, and pistons and adding the cost of machine work, assembly labor and finally tuning.

Make horsepower the easy way! Bolt It On! Edelbrock's NEW E-Force Supercharger System for the 2005-09 Ford Mustang 4.6L. edelbrock has taken the guesswork out of super powering your street driven Pony with their next generation E-Force all-inclusive supercharger kit. This kit provides instant, reliable and safe horsepower for your stock 4.6 with low boost for minimum stress on the engine.

The heart of the Edelbrock system is the all new Eaton Gen VI TVS® Supercharger rotating assembly. This assembly features a four lobe design with 160° of twist for quiet operation and minimum temperature rise while pushing maximum flow for excellent driveability. Edelbrock utilizes an integral supercharger intake manifold for a seamless design with minimal components to eliminate the possibility of vacuum leaks between surfaces. Longer intake runners provide maximum low end torque and an integrated bypass valve helps eliminate loss of power under light throttle for improved mileage potential.

The kit incorporates a specially engineered 85mm electronic throttle body and comes with all the necessary components to complete the install, including a 110 square inch high capacity air to water intercooler and dual core low temp heat exchanger with recovery tank and water pump. All the belts, pulleys, hoses, fuel injectors, rails, engine covers, air filter, electrical harness and a handheld calibration module with all the tunes.

It can't get any easier. Edelbrock has taken all the guess work out of making your stock 4.6 Mustang a real Street Powerhouse. http://www.modmaxracing.com/ is an authorized Edelbrock Master Distributor

Fun With A Magneto

noreply@blogger.com (Unknown) — Sun, 01 May 2011 06:24:00 +0000

Long before MSD boxes and other high tech electronics that are used today were even thought about, the way to get the "hottest" spark was to use a magneto. The higher the engine revved and the magneto spun, the hotter the "spark." We used to hand one to an unknowing person so that they grabbed the cap, then spin the gear a little by hand to give them a startling shock.
When the original Mallory Unilight and Accel BEI dietributors hit the market, magnetos took a seat on the nostalgia shelf. We had a couple of them left in stock but no one was buying. We kept one under the counter and brought it out everytime someone came in looking for an ignition system hoping someone would see the benefit of using this almost obsolete beast.

One day it happened. Actually, he came in asking for a magneto for his small block Chevy powered pick up truck. He asked all the right questions and I gave him all the right answers and when I knew he was ready to bite I made him "an offer he couldn't refuse," and he left with the magneto under his arm.

About two weeks later he returned with the magneto in hand.

"I need to trade this thing in for a regular distributor. What kinda deal can you make me?"

I asked what the problem was and he told me.

"This thing is a tool of the devil! It cost me over five hundred dollars and eighteen stitches in my head since I installed it and I never did git the truck runnin' right."

Then he went on to explain that he got it installed in the truck and started the truck to set the timing. He reached for the cap and "that mutha f****r bit me like I've never been bitten before. I jerked my hand and jumped away hitting my head on the corner of the hood. I was so pissed I slammed the hood down real hard and it buckled. Cost me $200 at the body shop and $300 at the emergency room."

We worked out a swap and I was once again stuck with the magneto.

Let me know if you've had any experiences with a magneto in your comments.

3/4 and Full Race Cams

noreply@blogger.com (Unknown) — Sun, 01 May 2011 05:21:00 +0000

Every once in awhile I still get a call from an old school racer asking about a camshaft for his hot rod. I can tell his age from his question.

"I want a cam that will give a little thump. You know: aaarrrrump, aaarrrump, aaarrrump. Not a full race cam, just a three-quarter."

I think a guy named Bill Winfield invented the term "3/4" cam, but if that guy had a dollar for every time some hard ankle ordered one he'd live in Bill Gates neighborhood! So what is a "3/4" cam?

Originally a 3/4 cam was a specific grind. It was halfway between a "semi" cam and a "full race" cam. Keeping in mind that there was little technology back than and anything other than stock was an improvement. You had three choices for higher performance: semi, three-quarter, and full race.

During the sixties, when the high performance business started to blossom, many new cam manufacturers (grinders) started popping up and several different grinds were appearing in the marketplace. At that time each grinder might have ten or twenty different grinds spanning an array of specs for small block Chevy. Today each might have a hundred different grinds.

At that point the terms "full race" and "3/4 race" lost there meaning because a "3/4" cam was not an individual cam at all. It was any of a number of different grinds that had some characteristics of a racing cam, like the sound it produces through the exhaust as it lumbers at idle. But it retains the drive ability of a street cam. There are a plethora of cams that will fit in this range. So technically speaking they could all be "3/4" cams.

Back in the BC (before computers,) we kept a small block Chevy cam that was broken off at the fourth journal just for the guy that came in asking for a "3/4" cam. You should have seen their faces when we pulled it out and placed it on the counter in front of them. This would happen two or three times a day.

"There it is," I'd say, "three quarters of a cam!" Then we would wait for the customer to laugh and all follow suit.

Once I ordered a bunch of generic small block Chevy cams and had the box labelled "Full Race" on the more aggressive grinds and "3/4 Race" on the street versions. From that day on when a customer asked for a "full race" or a "3/4 Race" cam I had it in stock!

Have you ever bought or sold a "3/4" Race cam? Let me know in your comments.

Chevrolet Camaro ZL1 Pictures

noreply@blogger.com (Unknown) — Fri, 04 Mar 2011 19:39:00 +0000

At the Jag Dealership....

noreply@blogger.com (Unknown) — Thu, 03 Feb 2011 06:37:00 +0000

My friend Mike was the manager of the parts department at the Jaguar Dealer in Nashville back in the late seventies. The public could only gain access to the parts department (in Jaguar talk that would be the Spares Depot) by walking through the showroom.

Mike got a phone order for a starter for a a 75 Jaguar (remember this was in 1979.) Mike explained to the customer that it would take a week or two (remember those days) because the started had to come from England. The total price was about $300.00 including s&h.

When the starter arrived the customer was notified and in a few days he showed up to pick up the starter. Mike gingerly laid the unopened parcel on the counter and reached for a box cutter to open it. Before he could turn around the customer ripped the bottom off the box and slipped the starter out into his hands, rolling it over and inspecting it from all angles.
"Yep," he said excitedly, "this is the baby I've been waitin' for. I can't wait to get it home."

Mike completed the transaction, handed over the receipt and the customer headed across the showroom to exit the building. When he reached the door he hesitated a second to adjust the box with the starter, and as he pulled the door open, the starter slipped out of the box and onto the floor with a loud thud. The nose cone broke in half rendering the starter useless.

He looked around to see if anyone was watching as he scooped up the pieces, jammed them back into the box and returned to the parts counter, box in hand.

He laid the box on the counter and got Mike's attention, "Excuse me, sir. I bought this a few moments ago and I would like to return it."

Having witnessed the entire episode and trying to hide his laugh Mike replied, "Sorry, sir, no refunds on parts that were broken after they leave the parts department."

"But I wasn't out of the building yet!" He exclaimed. It should be covered. I demand another starter!"

Mike and I laughed about that one for years!

noreply@blogger.com (Unknown) — Wed, 02 Feb 2011 20:42:00 +0000

Comp Cams new CamQuest Cam Recommendation. Click on it!

How to Properly Prime Your Engine

noreply@blogger.com (Unknown) — Fri, 28 Jan 2011 21:23:00 +0000

From the phone calls that I receive I know that there are a lot of "engine Builders" who do not know how to properly prime an engine before start up. I know because they call with comments like "the cam must be defective because one lobe wore out with only 100 miles on it." Or these bearings are junk. They wore out in no time." In both cases when asked the builder admitted to not priming the engine before startup.

Melling has provided an excellent guide to proper oil pump priming for your viewing pleasure. Please look it over so we can stamp out some of the pre-oiling myths.

The Too Long Chevy Distributor

noreply@blogger.com (Unknown) — Mon, 03 Jan 2011 06:26:00 +0000

"Bob from Bob's Auto Tune," he said over the phone. "What's my discount price on a Mallory distributor?" He added, "Small block Chevy and I need a bronze gear 'cause I'm running a billet roller cam."

Ten minutes later he picked it up. Ripped apart the box and checked the distributor from one end to the other. Checked out the gear, too.

Smiling, he said, "Yeah, this is just what I need!"

I rang up the sale and wished him a good day. Sale completed. Or so I thought.

Fast forward two days.
"You gave me the wrong distributor," he said. "Must be for a big block. But definitely NOT a small block."

I assured him that small block Chevy and big block Chevy use the same distributor.

"Then it must be for a tall deck big block, lacks about a half inch of going in the block."

Ten minutes later he was at the counter with distributor in hand. I picked it up and again assured him that it was for his small block chevy.

"However," I said as I rotated the shaft slowly in my hands, "this new bronze gear is installed upside down. That would make the distributor impossible to install."

Another satisfied know-it-all!

The Case of the Defective Manifold

noreply@blogger.com (Unknown) — Mon, 03 Jan 2011 05:46:00 +0000

He bought an Edelbrock intake manifold for his mid '70s Pontiac 400. I got the call.

"Hey, I bought an intake for a Pontiac 400 yesterday and it's defective. I'd like to return it and exchange for a good one."
"What seems to be the problem?" I asked.

"Well, I got it all bolted up and all, but the water outlet is in the back instead of the front. They must have cast it wrong."
I held my hand over the phone's mouthpiece so he wouldn't hear my laughter.
"Hhhhhhmmmmm," I answered, "maybe try turning it 180 degrees and bolt it on again."
There was a moment of silence which was suddenly broken with "aw, shit! I must be a dumb ass!"

"Thanks for calling," I said, "and have a wonderful rest of the day!"

Always Ask For the ADD-ON Sale

noreply@blogger.com (Unknown) — Wed, 17 Nov 2010 22:45:00 +0000

I was talking about selling parts with a friend of mine the other day and we both agreed that one of the best ways to improve your bottom line was to let the customer know the other items he can get from you to complete the install. It's very hard to get countermen to "lean" on a customer a little bit, but if it's not done you can end up with an irate buyer.

Case in point: In the day (I call it the BC. You know---Before Computers!) we made a list of the associated parts to sell with a big ticket item. Customers almost always price a high ticket item before they buy. Your best price will keep you in their mind. Best price equals low profit. How do you make up that mark up? Add-on sales. They usually do NOT price the additional items that they need to complete the install. So now's your chance!

Then one extra hot day, in August 1977, ten minutes til closing time, I answered the phone, "Speed Shop, can I help you?"
"Yeah, you can help me," the irritated voice on the other end responded.
"I hope yer gonna wait fer me t'git back down thar t'pick up the rest of the shit I need to put this manifol' and carb on my car tonite. Bought this stuff t'day but the feller din't say nuthin 'bout needin more stuff t'put it on."
"I'll wait for you," I said and hung up the phone.

Twenty minutes later he showed up with the manifold and carb; wanting to know why the counterman didn't sell him all the extras.
I apologized for my employee's lack of attention and promised him that this experience would be the focus of the next "sales" meeting. In about ten more minutes, I had accumulated $160.00 worth of items that he was happy to purchase and left on his merry way.

Sometimes we get caught up in the easy dollars of a quick sale and forget about taking good care of our customers. We are actually doing him a favor: making sure he gets all the items to do a credible job. It's not being "pushy" or obnoxious. It's just good customer service! And, after all, isn't that what makes customers come back?

Let me know what you think.

Another Engine Building Tip

noreply@blogger.com (Unknown) — Tue, 02 Nov 2010 20:08:00 +0000

I really didn't start this blog as a "how to" guide on engine building. Over the years I have found that each engine builder has his own set of guidelines that he follows and he is usually NOT receptive to anything "new" or different. As a parts man, the worst thing I can do is get an engine builder to try something new, because if the engine fails for any reason it will be because he tried that new item; whether it was involved or not!

Today I received an email asking about head gasket thickness to change effective compression ratio. NetGaskets has head gaskets available in more sizes than anybody and at reasonable prices.
If you need a thicker gasket to reduce your CR a small amount or a thinner one to make it higher NetGaskets is the place to go!

Determine your compression ratio or see how changing the gasket thickness will affect your CR
Send a comment if you liked this post!

And how do YOU file fit rings?

noreply@blogger.com (Unknown) — Fri, 15 Oct 2010 04:48:00 +0000

I was talking to my friend Ray Akerly, the ring guru and namesake of Akerly & Childs Rings, about some of our experiences over the years. I was telling Ray about the first engine I built. I had been selling high performance add-ons for a few years and finally had an opportunity to build an engine when the 260 in my 63.5 Falcon Futura Sprint took a crap. I was getting water in the oil, as I explained to my wife, and I NEEDED to replace the engine.

I wanted to upgrade to a 302. No strokers available in those days. But all that is for another blog day.

I started to build the short block and progressed to file fitting the SpeedPro file-to-fit moly rings to go with the forged TRW flat top pistons. First, I fit one of the top rings in the bore to get an idea of how much I needed to file. Then I very carefully took a few swipes with my flat file making sure to swipe equally on each face and only swipe in one direction, towards the inside, and counting each swipe. After a few swipes I refit the ring in the bore and checked the ring gap. No change. So I swiped several more times again counting the swipes and after refitting in the bore noticed a small change in the end gap. Mathematically I figured how many swipes I would need to make to get close to where I needed to be and swiped away on the rest of the rings. I did good as each top ring was very close to where it needed to be and a few more swipes got them all correct.

When I put the first of the second groove rings in the bore I was shocked to see that it was already way too wide a gap. I didn't take into consideration that the second rings, being of a softer material, would file much easier and more meat would be removed with each swipe. I had to order another set of second rings and do them all from the beginning.
I learned a good lesson that day. Ray told me that it happens pretty often. He regularly gets the call for "one" second ring cause the guy filed too much, lol! He told me that a good thing to do is file the second rings FIRST and you'll never go wrong.

Have you got a ring story to share?

If you enjoyed this blog, please send a comment.

Car Club Hosting Car Show

noreply@blogger.com (Unknown) — Wed, 13 Oct 2010 23:36:00 +0000

Last week I went to the eye doctor for my annual check up and he said," Dave, it's time to upgrade those glasses."
I looked over some of the frames he had on display with prices ranging from $300.00 and up and decided I would "shop around," before making a choice.
While I was in BJ's, picking up my monthly supply of paper towels, I stopped by the optical department to look over the frames they had available and there is where I met Norman Goodman. Norm seemed like the typical optician until I mentioned that I was in the automotive high performance business and then his eyes came alive as we spoke about his current Corvette. Norm is in a car club and they are having a car show on October 30th. Norm would like all you car enthusiasts to show up and have a good time so I included a copy of the flyer with this post.

If you go be sure to look Norm up and tell him Big Dave sent you!
Maroone Chevrolet Halloween Car Show
Let me know if you are going! I expect to be there with Bill Devine and his turbocharged Corvette.

Talking About Holley Carbs

noreply@blogger.com (Unknown) — Fri, 01 Oct 2010 23:19:00 +0000

I was working with one of the Holley techs at the NHRA Sports Nationals years ago when it was still being held at Beech Bend Raceway in Bowling Green, Ky. We were offering free tech advice and a quick carburetor "go thru" for racers who were having carb problems.
The third guy of the morning brought up his 800 cfm double pumper and drawled, "she just won't idle at a steady rpm."

The tech asked, "are you using an inline fuel filter?" as he pulled out and inspected the needle and seat.
"Absolutely," was his reply.
"I don't know what kind of filter your using," questioned the rep as he removed the primary floatbowl and dumped a half a handful of sand onto the table, "but you better get your money back."

Have you had any similar experiences? Post a comment.

Selling Holley Carburetors

noreply@blogger.com (Unknown) — Wed, 22 Sep 2010 23:27:00 +0000

Over the years I have sold thousands of Holley Carburetors. Inevitably some would be returned as "alleged" defectives. Usually this meant that the customer didn't know how to properly install the thing. I got used to explaining the proper installation procedure every time I received the call.
need racing and tuning tips? CLICK HERE
"Did you check for vaccuum leaks?"
That eliminated about 40% of the problems.
"Did you set the fuel bowl level?"
That eliminated another 40%.
"Did you install a new in-line fuel filter?"
That eliminated most of the rest.
But on one particularly hot summer day I received a call about an "alleged" defective carburetor that perplexed me for a few seconds until I realized the significance of the callers question.

"I bought a carb from you earlier today," he drawled, "and it's defective. And I want to know what you're gonna do about it. I travelled 90 miles to get this carb and I'll be damned if I'm gonna drive another 90 to return it. You're just gonna have ta' send me a replacement via Next Day Air and a call tag for this here defect."
"Well," I replied, "before I send another maybe you can tell me what your carb is doing that makes it defective?"
He answered, "It won't go on because the linkage was made on the wrong side."
I stopped and thought for about three seconds then said, in my best non-smart-alecky voice "hmmmm, let me think about this a second,.....hmmmmmm,..... maybe you should try turning the carb around?"
There was an agonizingly long silence from his end until I finally heard a large intake of air followed by "You must think I'm a damned idiot?"
I didn't know if I should agree or not.
Another "alleged" defect saved.

Racers: Are you always looking for that little edge?

noreply@blogger.com (Unknown) — Fri, 10 Sep 2010 23:00:00 +0000

I stumbled across a little website that has a ton of info available for racers. There are a bunch of technical items including Air Flow, Reading Spark Plugs, Engine Building, Head Porting and Cheating. There is plenty of information on Getting and Maintaining Sponsors and Sponsorship Programs. And there are all sorts of Driving Tips. Things that will make you a better driver, better owner and better builder.
I think we all are looking for any tips that will give us a little edge and this information might be just what you need.
You can CLICK HERE to get it!
Good Luck and Happy Motoring!
Dave

as always, please send your comments.

noreply@blogger.com (Unknown) — Wed, 01 Sep 2010 20:08:00 +0000

Circa 1980 ish.
When he came into the store he looked normal. But looks can be deceiving. He was young, maybe 17, and he wanted his car to have a little more sound. Ford Maverick six cylinder.
"What you need," I said, "is a Thrush Muffler! It'll make that engine really sing!"

He bought it and he was another satisfied customer.
One week later he returned. I could see the outline of our sales slip in his white shirt pocket.
"Excuse me, sir" He stammered, "I don't know if you remember me?"
But I did.

"I was here about a week ago because I wanted to make my car louder and you sold me a Thrush Muffler. But the sound has not changed."
"Oh, give it some time," I replied, "Once the fiberglass gets burnt in a little it will get plenty loud!"
Two weeks later he was back again. Same shirt with the sales slip in the pocket.
Same line: "I don't know if you remember me...."
Is it possible that he installed it incorrectly? How could you do that? It can be mounted in either direction. So I went to take a look under the car and what I saw amazed me.
He had it installed right. RIGHT BEHIND THE STOCK MUFFLER!
Yes, it was my fault I guess, for not telling him that he needed to remove the stock muffler and replace it with this one.
Truth is stranger than fiction.

Hit me up with a comment.

Hastings Rings Offers Napier 2nd Rings

noreply@blogger.com (Unknown) — Fri, 27 Aug 2010 20:39:00 +0000

Hastings Rings now offers Napier hook-design 2nd rings made of premium ductile iron, just like the top rings, making them stronger, more durable with better scraping ability, especially for high horsepower applications including supercharged engines.
Get yours from ProPower Performance Parts or ModMax Racing
954-491-6988

Do you know someone who wakes up in a new world everyday?

noreply@blogger.com (Unknown) — Fri, 27 Aug 2010 18:11:00 +0000

I get an email or phone call every once in awhile that defies description.
"Propower, can I help you?" I answered.
He said "This might seem like a stupid question...(usually when I hear that it is followed by a stupid question) ....I just got a set of piston rings...and I was kinda checkin' 'em out while I was eatin' breakfast....and I kinda got some egg on the top ring....will it hurt the performance?"

"Clean it off real good and it should be ok. Did you get them from me?" I asked.
"No" was his response, "I didn't want to call them back 'cause I didn't want them to think I was stupid."

Lesson learned: never ask a stupid question to the place where you purchased the item. Call someone else.

Piston Rings

If you've enjoyed this, please leave a comment.

Starting today August 26th 2010

noreply@blogger.com (Unknown) — Thu, 26 Aug 2010 22:59:00 +0000

Well,
Today is the day! I've been putting this off long enough and I've finally decided that I can't wait any longer. So here goes......

First of all, let me introduce myself. My name is Dave, "Big Dave." I got that nickname about 40 years ago and like good glue it just sticks. I know a lot of people in the high performance industry and they only know me as "Big Dave."

I've had a long career selling High Performance parts and accessories. Started out working in a retail auto parts store that had a few high performance items but mostly auto parts. I was just a kid and didn't know the difference between a muffler and a spark plug. But I learned. The owner liked my "attitude" and promoted me to staore manager and that's when I got my first glimpse of racing parts. I loved talking to the customers about Hurst shifters, Offenhauser manifolds and Carter AFB (D-series) carbs. I loved it more when they plunked down their cash and asked me to order a Crane cam or Mallory distributor. You older guys out there know what I mean. Back in the days when finding a place that could talk about high performance parts was rare.