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Edelbrock Victor Water Pumps Now Available in Black Powder Coat

2012-05-03T04:47:00.001-07:00

Your Edelbrock intake manifold, carburetor and accessories all have a classic black powder coated finish, and now you can get Edelbrock’s most popular water pump to match. All Victor Series water pumps can now be purchased with a protective black powder coated finish. Get all the features of a Victor Series water pump with a great new look to spice up your engine bay or compliment the rest of your Edelbrock components.
Official Release:
Popular Edelbrock Victor Series Water Pumps Are Now Available in a Black Powder Coated Finish
TORRANCE, CA – Due to the popularity of their intake manifolds and accessories… Edelbrock is excited to offer it’s most popular Victor Series water pumps in their exclusive black powder coated finish.
These water pumps feature a black powder coating with a finely textured surface for a pleasing and unique appearance. The coating also gives these water pumps a durable protective layer that will keep them looking great for many years. Match with Edelbrock black powder coated air cleaners, valve covers, carburetors and intake manifolds for a complete new and unique look for any engine bay.
Edelbrock Victor Series water pumps are cast in their ultra-modern foundry and made from A356 aluminum and heat treated to T-6 spec. They feature a heavy-duty 3/4″ integral ball/roller bearing that offers low friction for improved performance and a billet steel hub for extreme durability. A six-vane powdered metal precision cast impeller improves coolant flow and ensures equal distribution to both sides of the block. A heavy-duty seal ensures leak proof operation and a long life.

Available Applications	Part#
Small-Block Chevy; 1955-68 pass. cars, 1969-70 350 c.i.d. Corvettes and 1955-72 light duty trucks	88103
Small-Block Chevy; 1969-87 V8, 90° V6 and 1973-86 trucks	88113
Big-Block Chevy; 1965-68 passenger cars, 1966-72 trucks and 1969-70 Corvettes	88503
Big-Block Chevy; 1969-87 and some 1988-91 heavy-duty trucks with Mark IV engine	88513
5.0L Ford; 1986-93 5.0L V8s using a serpentine accessory drive belt	88403
Small-Block Ford; 1965-68 289, 1968-69 302, 1969 351-W	88413
Small-Block Ford; 1970-78 302, 1970-87 351-W	88433
Pontiac; 1969-79 389-455 engines	88563

Features Include:

Now available in a protective black powder coated finish
Matched with Edelbrock black powder coated intake manifolds, carburetors and accessories
Increased flow and cooling performance
Heavy-duty 3/4″ integral ball/roller bearing and severe duty seal
Durable 356-T6 cast aluminum body
Made in USA for absolute quality and performance

Edelbrock Now Offers Their Performer Series Carburetors in Black

2012-05-03T04:18:00.001-07:00

You love Edelbrock’s Performer Series Carburetors, and now you can get select units in a black powder coated finish. The new black finish will give your carburetor an extra protective layer and allow you to match your black powder coated water pump, intake manifold and accessories from Edelbrock.
Official Release:
Edelbrock’s Introduces A New Finish For Their Popular Performer Series Carburetor
TORRANCE, CA – Edelbrock is excited to introduce a new finish for America’s #1 performing street carburetor. Select Performer Series carburetors are now available in a black powder coated finish.
Performer Series carburetors with black powder coated finish are available in 600 cfm with manual choke (#14053), 600 cfm with electric choke (#14063) and 750 cfm with a manual choke (#14073). They feature gold iridited linkage and hardware that complements the new finish. When matched with Edelbrock’s black powder coated intake manifolds, water pumps and accessories, they give any engine bay a custom appearance.
This new finish will also give these carburetors a durable protective layer that will keep them looking great for many years. All Edelbrock Performer Series carburetors feature factory set float levels that rarely need adjustment, allowing them to run right-out-of-the-box. They are constructed of a two-piece design with the gasket above the fuel level for a leak-free operation. Edelbrock carburetors are manufactured in the USA for unsurpassed quality.
Features Include:

Bolt-on and run “right-out-of-the-box”
Dependable street performance and smooth throttle response throughout the power band
Float levels are factory set and adjustments are rarely needed
Two-piece design with gaskets above the fuel level for leak-free operation
Now available in a black powder coated finish
Made in USA for unsurpassed quality and performance!

Make It Uniquely Yours With Auto Meter Custom Gauges

2012-05-02T20:22:00.002-07:00

For car builders that really want that ultimate custom look, a complete set of custom designed gauges really highlight the interior of any car. Auto Meter, the company that has a complete line of instruments for just about any car enthusiast’s personal tastes, has recently opened up their custom shop to the public.
The first place someone’s eyes fall when they look into the rolling piece of art you’ve created is the gauges. The one piece of the interior you, as a driver, spend the most time looking at is the instrument cluster. When done right, instruments can compliment the character of your vehicle. Tie it all together and it can be the difference between a finshed masterpiece and a casual weekend project.

The Auto Meter’s custom shop offers several basic options to get you started, then you are only limited by your imagination, or your custom car project’s theme, to create your masterpiece in the custom shop’s configurator program.
According to Auto Meter’s Joseph Mills, “we were getting more and more requests to do “one off” and custom instruments. While we’ve always worked with our customers to provide them the exact product they needed, there were limitations in what we could do and the process wasn’t as easy as it should have been. Well that ends now. We’ve built what we think is a pretty awesome way to create and buy exactly the instruments that your project needs. We’ve constructed this site from the ground up using some of the most sophisticated software available to give you the quickest and easiest way to visulaize and build the finest instruments in the world, in the exact style you want.”

Let’s assume that you want to color match the gauges to your car’s paint. The Custom Shop Configurator currently has an option to have you paint the dial, pointer and retainer yourself if you’d like to match these exactly to your vehicle. When you order with this option, Auto Meter will automatically send out three of each of the components for you to paint and send back for screening and assembly. The online program has a color wheel tool which allows you to match an infinite amount of colors for visulaization purposes. You can imagine it, design it, then see it on the screen.
You may be wondering how long it takes to get your custom designed gauges. According to Auto Meter, you can expect each gauge set to be custom built to your specification and shipped out within 4-6 weeks of the initial order.

Swap First-Gen F-Body Transmissions Easily With a BMR Crossmember

2012-05-02T20:09:00.001-07:00

Upgrading your first-gen F-body with a new transmission can mean better performance, but a lot of hassle. Now you can exchange your transmission for virtually any GM unit without trouble using the Transmission Conversion Crossmember from BMR Suspension. Get the adjustment space that you need and swap that new gearbox installed in no time.
Official Release:
BMR Suspension Modular Transmission Crossmembers for 1st Generation F-Body
Swap just about any GM transmission into your 1967-1969 F-Body with a Transmission Conversion Crossmember from BMR Suspension. These modular crossmembers provide 9.75” of adjustment to accommodate Powerglide, TH350, Muncie 4 speed, TH400, TH700R4, 4L60E, T-56, TR6060, Magnum, and 4L80E transmissions. Manufactured from 1.25” diameter heavy wall tubing and ¼” laser-cut mounting plates. The BMR Transmission Conversion Crossmembers (TCC005, TCC030) provide an easy bolt-in solution for transmission upgrades, bringing today’s technology, fuel economy, and gear ratios to your classic muscle car. Includes polyurethane transmission mount and Grade 8 mounting hardware. Available in red and black hammertone powdercoat finishes. Installation time of 1-2 hours.
Features:

Provide 9.75 inches of adjustment to accommodate just about any GM transmission
Provide an easy bolt-in solution for transmission upgrades
Available in red and black hammertone powdercoat finishes
Install in just a couple hours

A Closer Look At The 2014 Impala

2012-04-24T05:00:00.000-07:00

Last week, ChevyHardcore brought you the news that Chevy would be unveiling the 10th generation of Impala for the 2014 model year. Both we and Car Connection were excited to find that Chevy intends for a radical revamp for the 10th-Gen Impala, but this week we’re excited to bring you an even closer look at Chevy’s new flagship luxury model.
Most would wonder how it’s possible that a 50 some year old nameplate can become the standard for high tech styling and function today, but Chevy seems to think that the formula is quite simple, “Impala has always been a flagship for Chevrolet, but a leader should never rest on the laurels of its past.”
For this reason, Chevy made great strides to reinforce the Impala’s legacy of style while reaching into the future, incorporating contours that are as visually appealing as they are functional. According to Chevrolet engineers, they tried to reinvent the sedan to where it formed a whole new design only recognized by the iconic name, “The end result is a stunning new interpretation of the Impala that’s only recognizable by its signature badge.”
It’s true that Chevy isn’t currently offering all-wheel-drive for the 10th-Gen luxury boat, but the fact that they’re able to squeeze 305hp out of a naturally aspirated, 3.6l V6 speaks volumes about the automaker’s ability to balance performance with efficiency.
Not only that, but Chevy believes that a luxury car should perform, and they certainly don’t think that road performance is something that should be sacrificed for efficiency, “No one wants to sacrifice power for fuel efficiency. That’s why the 2014 Impala offers three different engine choices to suit your needs…”
And if you want performance, you got it; Chevy is confident that the V6 version of the ’14 Impala can do a 0-60 run of just 6.8 seconds, extraordinary for a front wheel car that shares a platform with a Cadillac and and a LaCrosse.

Chevrolet Trademarks “SS”, But What’s It Mean?

2012-04-21T13:55:00.000-07:00

In 1957, GM introduced the world to the Chevy SS, a sports car based on the Corvette. Though the Chevy SS concept was never built, the SS moniker came to designate all performance Chevy’s, starting with the Impala. For over 50 years, the SS moniker has been a key component for Chevrolet’s performance vehicles, and nobody would associate it with any other brand.
So why now, all these decades later, has GM finally decided to trademark the SS moniker as Autoblog is reporting?
The trademark has Autoblog speculating (again) about a new model called the Chevy SS. Yet we’re less and less sure that is the case. More likely, GM will be making a SS “sub-brand” not unlike Ford’s SVT or Chrysler’s SRT groups. A new SS brand would allow GM to build themselves a new sort of halo car, without undercutting the Corvette.
Then again, it could be that new GM wants to simply protect its stake in the SS moniker. It’s really hard to tell, and while wishful thinking may lead us to believe that a civilian version the the Chevy Caprice PPV is on its way as the Chevy SS, the reality of harsh fuel economy standards makes it all the more uncertain.
What is GM up to? A new brand, a new car, or are they just covering their rear ends?

Billet Specialties Offers New Black Street Lite Wheels

2012-04-21T12:59:00.000-07:00

It’s easy to find wheels you like, but a bit more difficult to find some that will take you from street to strip with style to go along. That’s why Billet Specialties is now offering their popular Street Lite wheels with a Black Hardcoat Anodized Center. Now you can have that same wheel you love with a unique new look.
Official Release:
Billet Specialties Street Lite Wheels Now Available with a Black Hardcoat Anodized Center
Built for Speed, the Street Lite is engineered to be the ultimate street and strip wheel. Now available with a Black Hard Coat Anodized center for additional style. Just like its polished brother the Black Street Lite is SFI 15.1 certified and accepts 5/8” wheel studs or mag shank lug nuts and offers light weight performance with style. From drag strip to drive thru the Street Lite performs. Made in the USA. For more info contact Billet Specialties Inc. 1 877 240-4187 or visit us on the web at www.billetspecialties.com

Features:

Accept mag shank lug nuts
Can be used with 5/8in. racing studs
Combine black hard coat anodizing & machined finishes
Use bolt-on center caps w/ counter sunk allen screws
Feature rotary forged aluminum centers
Feature a 360˚ welded 2-piece construction
Are super light weight (15×3.5 = 9 lbs.)
Use spun aluminum rims for high strength & superior run-out

Attention F-Body owners!
15×10 Street Lite wheels are available to fit 93-02 F-body vehicles without modification to the brakes!

A Classic ‘70 Chevelle Gets A Modern Heidts Suspension

2012-04-21T07:35:00.002-07:00

The suspension systems on classic America muscle cars are, well, classic we guess you could say. What we mean is that 40 and 50 years ago, suspension technology was still rather primitive, with leaf springs and and drum brakes handling most of the work. These days though, if you have the money and the talent, you can update your American muscle car with a premium suspension developed this millenium
It’s not as difficult as it might seem, as this video of Route 66 Motorsports installing a Heidts suspension system on a ‘70 Chevelle shows.
The ’70 Chevelle was most definitely a muscle car, having grown huge and requiring a big-block engine for any real performance. Upgrading the original suspension to a Heidts suspension makes a world of difference when it comes to handling, ride quality, and overall performance.
With this shiny new Heidts suspension, backed by big Wilwood brakes, this ‘70 Chevelle should have no problem conquering even the tightest autocross courses. With coil-overs, new control arms, and dropped spindles, the suspension also gives the Chevelle a sleeker stance. All in all, we think every muscle car should focus a bit more on suspension improvements these days. If you find yourself looking for a serious suspension upgrade, talk to Heidts; they can help.

“Proven Wicked” – Shane Wagner’s 2010 Camaro SS

2012-04-21T06:21:00.000-07:00

Throwing parts and a ton of money at a car does not guarantee success, but imagine the pressure trying to found a business that relies upon building a Camaro that stands out from the crowd? Shane Wagner went through this very experience when he started his fifth generation Camaro project and founded Proven Wicked simultaneously.

This build required the crew to devote every free moment of their lives to creating one of the most remarkable fifth generation Camaros to grace the streets.

Double Trouble Wagner had longed to open his own business, an engineering company creating performance parts, but taking his dream to reality proved to be a crazy process. After attending the 2009 SEMA show in Las Vegas, Wagner picked up his car and got to work on the project thanks to the help of a trusted friend, John McBride of Midnite Octane. McBride and Wager worked on the preliminary sketches and Wagner began shopping the concept at the SEMA show.

During the span of two months, Wagner brought the Proven Wicked test mule to life with the help and support of friends, family and colleagues. Seibon provided Wagner with a carbon fiber hood, fenders, doors, decklid, and rockers along with both the front and rear lips.

A year after the show, Wagner received a call from a carbon fiber/body kit company called Seibon regarding the Camaro build. They asked if it would be possible for the car to become a reality in time for the next SEMA show. Wagner had not planned to put together a large scale project on a small budget, work a job, and start a business at the same time, but he elected to take on the challenge.
With limited funds available to Wagner during this time period thanks to starting Proven Wicked, he was needless to say somewhat concerned about both labor hours and keeping on-budget. This build required Wagner and his friend Russell McLean (of Bent-n-Twisted Metalworks) to devote every free moment of their lives to creating one of the most remarkable fifth generation Camaros to grace the streets.

Since the Wagner's Camaro was destined to be a track car and test mule for Proven Wicked's newest products, this car needed to perform like a racecar as well as look like one.

Race Ready, Yet Street Legal
According to the literature Wagner provided in his initial proposal, the goal of the project was for the car to look race ready, execute the demands of the track and maintain a street legal form. This tall order came to life in the span of a mere two months with both Wagner and McLean working regular jobs during the process. This time period included Wagner using 3D Computer Aided Design software to create the all of custom pieces needed to bring this Camaro to SEMA.
Proven Wicked makes use of the 3D data from General Motors to ensure proper fit, and when necessary Finite Element Analysis to test stress, deflection and potential failure. These processes require copious amounts of time, but it is safe to say that Wagner is a bit of a computer wizard. With the future of Proven Wicked resting on Wagner’s ability to perform, creating something both race-ready and aesthetically amazing, the sense of accomplishment had to be tremendous.

After the fabrication for the side exit exhaust was complete, Wagner installed the Dr. Gas oval side exhaust, Borla long tube headers and an ATAK Street exhaust, to enhance the performance and sound of the car.

Getting Started
During first month of the project, Wagner spent time seeking sponsorships, securing parts and designing all of the one-off pieces needed to bring the Camaro to life. With the design process underway, the tear down commenced resulting in both guys losing sleep but somehow maintaining their sanity.
In contrast to using off-shelf-parts, Wagner’s desire to create his own hardware to showcase the future offerings from Proven Wicked took more effort, but in the end it paid off. One of the more extensive and time-consuming tasks was channeling through the floor and frame for the side exit exhaust. During the fabrication process Wagner added the race-spec 4-point bolt-in roll cage and the rear wing load transfer bracing in the trunk area.

A custom built 4-point roll bar and Sparco seats with 6-point harnesses provide the driver and passenger with added protection.

Wager designed a bolt-in cage that required minimal demolition that could easily removed to achieve a stock appearance for the 2010 Camaro. For the back, the fold down rear seat was taken advantage of, providing a simple way to reach the weld-in rear shock tower brace. In the front, the main hoop is hidden underneath the side bolsters resulting in a tailored look. Thanks to Wagner’s prowess with CAD systems the cage fits perfectly around the existing factory interior.
Along with fabricating countless parts, Wagner wanted to lighten up the hefty fifth generation car by making every removable panel out of carbon fiber. Carbon fiber offers tremendous weight savings and maintains the strength required to survive the extreme stress in racing applications. Since the Camaro would be appearing the Seibon booth at SEMA, Seibon graciously supported the project with a carbon fiber hood, fenders, doors, the front and rear lips, deck lid and the rockers. However a largely bare carbon fiber Camaro would not be as visually appealing to the refined eye, so Wagner enlisted the paint and body skills of Nuncio Customs.

Wagner wanted to make sure to thank John McBride at Midnite Octane for his help with the renderings, designs and graphics on the car. Wagner also wanted to make sure to thank Catalyst/Raceskinz for the vinyl graphics and paint masks during the final stages of the paint and body process.

In order to make the Camaro handle like a racecar, Wagner went to work on setting up the proper suspension package. KW Variant 3 coilovers were added in the front and rear, along with Proven Wicked Switch Blade front and rear sway bars with Pro-Rigid End Links. With the suspension setup to tackle the demands of the racetrack it was time to select a wheel and tire combination that would suit both the street and track.
A set of HRE P40 Monoblock Wheels with custom center locks in satin black were selected, and wrapped with Toyo Proxes R888 rubber. In the front 20 by 9.5-inch wide wheels are fitted with 285/35R20 tires while the rear 20 by 11-inch wide wheels are treated to 315/30R20 tires. With the larger 20-inch wheels in place, it provided plenty of additional room for the Baer two-piece rotors with race calipers.

Although the engine is mostly stock aside from the supercharger, a set of Moroso fabricated aluminum valve covers, coil brackets and coil wires were used to dress up the engine compartment somewhat.

With the handling and braking under control it was time to investigate power adders and additional performance parts to give the LS3 a little more horsepower and torque. Typically turbochargers or superchargers are found on track cars, as nitrous is not well suited to the demands of the road course; with the demand for additional power to push the suspension a ProCharger Tuner II supercharger system was added to the already potent LS3.
By utilizing the power created by the D-1SC on the 2010, the Camaro would require a few supporting parts to make this addition work right and create maximum performance out of the combination. With the ravenous beast under the hood, a Kenne Bell Boost-A-Pump and a set of FAST 65-lb injectors were added to serve adequate amounts of 91 octane to the engine. Once the supercharger was installed on the Proven Wicked Camaro, a trip to see Cody Chapman at WickedHP for custom tuning was in order.

A Pro-Charger D-1SC was selected as the perfect blower for the Tuner II kit being used on the Proven Wicked Camaro.

To keep Wagner safe while behind the wheel of the ProCharged Camaro, a host of safety items were added to exceed the required standards at the track. With the 4-point roll cage already in place a set of 6-point 3-inch wide harnesses were added to keep the driver safely in the seat. A set of Sparco Pro 2000 race seats replaced the existing stock seats in the car. With the additional safety and style added by the race seats, the rest of the interior had a few modifications as well. DVS Customs reworked the doors panels with a combination of supple leather and carbon fiber. Along with the carbon fiber door panels, the console and mirrors were given the carbon fiber treatment as well.

Since a steering wheel adapter was not yet availabe for the fifth generation Camaros at the time of this build, Wager created his own under the Proven Wicked name.

Wheelin’ Around Wagner wanted to remove the bulky original steering wheel since the car would be spending a significant amount of time on road courses and autocross tracks. During the period of time in which the Proven Wicked Camaro was coming to life, a steering wheel adapter was not available for the fifth generation Camaros; this opening gave Wagner an opportunity to design an adapter under the Proven Wicked name. With the original intent of being able to return a car to stock form, Wagner created a steering wheel adapter that would accept the Sparco quick release hub and steering wheel.
Overall, the custom touches, one-off pieces and attention to detail make the Proven Wicked Camaro a remarkable achievement for Wagner. With the level of fit and finish on this 2010, it seems improbable that this build took only two months including planning, fabrication and assembly while both Wagner and friends worked full-time jobs during the process. Making its debut at Seibon Carbon’s booth at the 2010 SEMA show, Wagner proved that he could create and manufacture race worthy parts in a short amount of time.
Wagner’s Proven Wicked Camaro made the rounds at 2010 PRI show, numerous autocross events, track days and the Camaro5Fest. Thanks to the desire to expand his business it is likely that the Camaro or “test mule,” as Wagner calls it, will go through further modifications as the product line continues to expand.

After Seibon Carbon offered the body panels for the Camaro, Wagner decided not to overwhelm the car with the distinct look of too much exposed carbon fiber. He elected to reveal certain areas to showcase the use of the lightweight material, such as the hood, the fender stripes and panels on the doors for race numbers.

Wideband Air/Fuel Ratios From Every Cylinder With AEM Electronics

2012-04-21T06:11:00.001-07:00

With the advancement and growing adoption of electronic fuel injection and other technologies, tuning a race car with a computer or even a smartphone has become not the exception, but the norm. With the introduction of mass-air sensing and more advanced ECU’s, electronic engine control has become more versatile, but demands a strong level of expertise in order to know how to tune it. Today, the aftermarket industry has gotten on board with electronic engine control in a big way, providing racers with more user-friendly tools to tune their machines than ever before.
AEM Electronics, one of the industry’s leading manufacturers of high performance products, has launched their new 4-Channel Wideband UEGO controller, allowing the racer or hardcore street enthusiast to monitor all eight cylinders (with two units) with accurate air/fuel ratios. Also it, brings to the table a number of new tuning advancements with the racer and the hardcore street/strip enthusiast in mind. Today, we’re going to take a look at the new unit from AEM and give it a run on our LSX 388 powerplant.

AEM’s 4-Channel Wideband UEGO Controller
AEM Performance Electronics’ new 4-Channel Wideband UEGO controller allows you to monitor the air/fuel ratio in four cylinders at a time (or eight cylinders using two controllers). Most standalones rely on one to two wide band sensors (one in each header) to determine the air/fuel ratio from a blend of cylinders. By having the ability to input eight sensors via 0-5 volt inputs, racers and tuners alike have the ability to fine tune each cylinder to harness the maximum horsepower potential of an engine…and increasing reliability by eliminating lean cylinders…all in a compact package with a minimum of wires.

AEM 4-Channel Wideband UEGO employs four O2 sensors and custon AEM-spec bungs located in each exhaust header primary tube. Each sensor reads oxygen content to turn this information into air/fuel ratio indication for that cylinder.

Stainless steel sensor bungs are welded to each primary tube without causing significant exhaust restriction. Four sensors detect oxygen content one cylinder at a time, which is directly proportional to air/fuel mixture. Virgina Speed used two of AEM's 4-channel wideband controllers to tune our LSX 388 motor that is destined for our 275 Drag Radial fourth-gen Camaro.

What Makes 4-Channel Better?

Ultimately air/fuel varies from cylinder to cylinder even when safely tuned with a wideband controller, and power (and reliability) is left on the table.

What makes AEM’s 4-Channel Wideband controller more advanced is how it reads the air/fuel mixture, which is known as UEGO or Universal Exhaust Gas Oxygen analyzer. “Achieving consistent air/fuel ratios on a cylinder-to-cylinder basis in an engine is critical to efficiency, reliability and power production,” Lawson Mollica of AEM tells us. “Common aftermarket wideband air/fuel systems typically include one wideband sensor for each bank of cylinders and achieve an average air/fuel reading across the bank at a central collection point like the collector of an exhaust manifold prior to the exhaust system.”
Mollica continued, “While this is a great tool for engine tuning, it also stands to reason that you are tuning for an average air/fuel reading from each bank or all cylinders, meaning that ultimately air/fuel varies from cylinder to cylinder even when safely tuned with a wideband controller, and power (and reliability) is left on the table.”
Lawson claims the 4-Channel UEGO is the most advanced and certainly the fastest-responding type of air/fuel sensor in the marketplace because it reads air/fuel ratio more precisely than ever before, which enables your engine to perform more efficiently. What’s more, if you want to make more power, knowing air/fuel ratio one cylinder at a time becomes even more important.

AEM #30-2340 4-Channel Wideband Features

Four Unique Analog Outputs (channels)
Exhaust back pressure compensation to correct air/fuel ratio readings with turbo applications
Multiple units can be paired together for 6, 8, 10 and 12 cylinders
Accurate to 0.1 air/fuel ratio

How Does It Work? The AEM 4-Channel Wideband UEGO controller looks at air/fuel mixture one cylinder at a time, enabling you to tune each bore as if it was a standalone engine. This advanced system is ideal for datalogging, engine management, and racing applications where individual cylinder tuning is a must.
No longer are you looking at broad based engine tuning from all bores, but instead treating each cylinder as a single engine contributing to collective power. Imagine being able to tune your engine for an optimum air/fuel mixture one cylinder at a time and with optimum results. This is done with 0.5-volt analog outputs to each air/fuel ratio (AFR) channel (sensor) as well as a CAN data stream output, which helps you track and chart air/fuel ratio.
Why One Cylinder At A Time?
Although we have four, six, eight, ten, or twelve cylinders on a common crankshaft, each bore is as unique as a fingerprint. Port and combustion chamber shape and size, quench, compression height, swept volume, dish or dome, and ring sealing all vary. This is why we have to look at a V8 as eight individual cylinders attempting to dance in perfect unison.
If you can fine tune injector pulse width to where you have uniform air/fuel ratio, you have achieved a near perfect state of tune across the board. To tune injector pulse width one cylinder at a time, you have to be able to read air/fuel mixture one cylinder at a time.

Here are two AEM 4-Channel Wideband UEGO controllers in a dyno room. For four-cylinder engines, you need one controller. For sixes and V-8s, you will need two. Because this is a four-channel controller, it reads no more than four cylinders per unit. That means three controllers for 10 and 12-cylinder.

What makes AEM’s 4-Channel Wideband controller more advanced is how it reads air/fuel mixture, which is known as UEGO or Universal Exhaust Gas Oxygen analyzer.

How To Get There First, you need the AEM 4-Channel UEGO controller. And if you’re reading more than four exhaust ports, you’re going to need two controllers. Each exhaust port gets a Bosch 4.2LSU oxygen sensor, which allows the controller its speed and accuracy. These guys are factory calibrated and never need free air calibration. They’re good to go right out of the box. If you’re running a turbocharger, there’s an exhaust back pressure calibration feature, which means you never have to sweat out measuring average air/fuel mixture across multiple cylinders.
Each sensor tip must be located in the exhaust path right off the flange and cylinder head for best results. “The sensor must be mounted at an angle of at least 10 degrees from horizontal in order to prevent liquids from collecting in the sensor housing,” Lawson suggests, “For boosted applications, you will need to install our Exhaust Back pressure Compensation kit.” AEM’s unique bung with an integrated heat-sink allows the sensor to be within two to three inches of the exhaust port without damaging the sensor.

Inside Dart’s New Big M Pro Big-Block Chevy Engine Block

2012-04-21T03:43:00.002-07:00

Dart Machinery’s Dick Maskin has been in the depths of professional drag racing engine building for decades; most notably in the hotly contested ranks of Pro Stock, where he’s been involved in many championship teams. We say that to let you know, in case you didn’t already, that he’s a legit racer, and he knows what racers want. His company, therefore, caters to the hardcore racer, but is also careful to offer pretty much anything the hardcore street crowd needs to.

Dart’s Big M Was Designed For Big Cubes In Mind
For years now, Dart has offered the Big M engine blocks for the big-block Chevy – cast-iron blocks with features unmatched in any stock factory block that allows you to stick in longer-stroke crankshafts and bigger-bore pistons for big cubic-inches – plus extra iron where it counts for strength, better oiling systems designed for more intensive use, and just overall more convenient features that allow an engine builder to do it his way. Then, a few years ago, Dart released its Race Series Tall-Deck Big-Block Chevy iron block. This one was far more hardcore than the Big M, offering spread bore spacing options (4.840 to 4.900 inches), a .600-inch raised cam core, spread oil pan rails (DRCE style), the same priority main oiling system as the Big M, and a very high 10.600- to 11.100-inch deck heights that allows the use of long rods with a big stroker crank. It would accept a crank stroke of 5.500-inch in order to build a real monster motor.

The oil pan rails were stretched .750-inch to DRCE size. Dart makes its own steel 4-bolt main caps in house. The three center caps have splayed outer bolts that anchor them to more meat of the block, the stronger part, and the front and rear caps have vertical bolts so standard oil pans will clear. The rear cap uses a traditional two-piece seal.

Sightseeing Tours in New York City: Time Square NYC

2012-04-18T15:31:00.001-07:00

Sightseeing Tours in New York City: Time Square NYC: Manhattan's entertainment capital began its history when the Olympia Theatre opened in 1895, the first of many entertainment venues---from ...

Video: FAST LSXr Intake Manifold Shows Big RWHP Gains on LS2 C6

2012-04-15T11:24:00.002-07:00

As if anyone really needs any more proof of just how awesome FAST’s LSXr 102 manifolds are, here we have a bit of video evidence of the kind of power gains these manifolds are capable of. This video we came across on YouTube features a 2005 LS2 Corvette that is far from stock; sporting a set of American Racing full-length headers, a 3” Borla exhaust, and a ported throttle body in addition to the FAST 102 LSXr Intake Manifold. To do the before and after tests with the FAST LSXr manifold, the car was taken to the New Era Performance shop in Rochester, New York.
As a baseline run with its existing mods the C6 made a suitable 372 horsepower and 373 pound feet of torque at the rear wheels. After installing the FAST LSXr intake manifold it was back to the DynoJet, where the Atomic Orange Vette’s power jumped to 393 horsepower, and the torque reading jumped all the way to 402 pound feet. That’s a total gain of 21 horsepower and 29 pound feet of torque just from a relatively simple intake swap, and as the video points out that’s enough to produce a “major kick in the pants on the ‘Butt Dyno’.” Be sure to check out the video, and hit up FAST’s website for more info on the LSXr Intake Manifold.

Crane Cams Supports Autism Awareness Month

2012-04-15T11:21:00.001-07:00

Over the past few years there has been a lot of talk about the explosion of autism diagnoses within the general population. Afflicting many younger children from birth, autism is an umbrella term for a variety of mental handicaps that affect different people in different ways. The fact is that autism affects more families now than ever, and it doesn’t matter where you’re from and how much money you make; autism can strike your children too.
To help spread awareness during April, which is Autism Awareness Month, Crane Cams changed the cover photo of their Facebook Page to light blue for Autism Speaks.
The hearts of car guys are often very big, and it is not uncommon for many aftermarket companies to partner with various charities to help promote awareness. Now while we’re not sure if Crane Cam’s autism assistance goes beyond its Facebook page, the almost-3,000 fans of Crane Cams are given something to think about whenever they log on.
Crane partnered in particular with Autism Speaks, a nationwide charity that works to spread awareness of the many symptoms and conditions of autism. Crane Cam’s backing is no doubt welcome, and we applaud them for stepping up to support such a worthy cause.

Edelbrock Offers E-Force Supercharger System for GM Trucks & SUVs

2012-04-14T21:36:00.000-07:00

Edelbrock’s E-Force Supercharger System has become one of the most sought-after performance upgrades for classic and modern GM muscle cars. But now you can get that same powerful upgrade for your 2009-2011 LS-equipped GM Truck or SUV. Packed with the same quality components that you know and trust for your muscle car, the new E-Force system will give you over 100 more horsepower and 100 more foot-pounds of torque all while being street legal and fit under your stock hood. What more could you ask for?
Official Release:
E-Force Supercharger System For 2009-11 GM Trucks and SUV’s
TORRANCE, CA – Edelbrock is excited to introduce the all-new E-Force Supercharger system for 2009-11 GM trucks and SUV’s equipped with a 6.2L LS engine. This system increases the performance of the stock engine, from 403 horsepower and 417 ft-lbs. of torque to 512 horsepower and 546 ft-lbs. of torque for improved street and towing performance.
This new system utilizes the same Eaton Twin Vortices Series (TVS) Gen VI rotors found in the ZR-1 Corvette and in the highly successful Corvette and Camaro E-Force Superchargers. The supercharger assembly is integrated into Edelbrock’s unique intake manifold for a truly seamless design with minimal components. The intake features 12″ long runners for maximum low-end torque and an integrated bypass valve that helps reduce parasitic loss under light throttle, which improves gas mileage potential. Keeping the air cool are dual, high capacity, air to water intercoolers and a full face, low temp, heat exchanger. It has been designed to meet 50-State emissions and work with all OEM emissions equipment (E.O. Number Pending).
This complete Edelbrock E-Force supercharger system includes everything you need to bolt it on under the stock hood. It includes a supercharger/manifold assembly, air-to-water intercooler and a handheld flash programmer to properly tune the factory ECU for the added power. Edelbrock offers two levels of optional powertrain warranty terms – including 3-Year/36,000 mile and 5-Year/100,000 mile, offering up to $19,000 of coverage. An optional system is also available without tuner (#15790). This system is ideal for users who already have a tuner or wish to tailor a custom tune.
Available Applications Part#
2009-11 GM Trucks with LS engine (6.2L) 1579
2009-11 GM Trucks with LS engine (6.2L) without tuner 15790
Features Include:

Increases performance to around 512 horsepower and 546 ft-lbs. torque
Features Eaton Gen VI TVS 2300 rotor assembly
Unique intake manifold design with 12″ long runners for increased low-end torque
100,000 mile self-contained oiling system
Complete system includes supercharger/intake assembly, air-to-water intercooler and flash tuner with proper calibration
Optional powertrain warranties available – up to 5-Year/100,000 mile and $19,000 of coverage
Made in USA for absolute quality and performance
50 State Emissions Legal (E.O. Number Pending)
Retail priced at $6,595.87 (#1579) and $6,115.87 (#15790)

For more information please visit www.edelbrock.com

RideTech’s Weight Database and Ride Quality Analysis At Your Service

2012-04-14T16:28:00.003-07:00

For the RideTech crew, hot rodding comes as second nature and it shows in their dedication to provide quality suspension components to their customers. But RideTech doesn’t just want you to have a high-quality suspension system, they want you to have the RIGHT quality suspension system. That’s why for the last couple seasons, the company has offered to weigh and perform ride quality analysis on street rods at shows across the country.
So far this year RideTech has performed these services on over 250 vehicles at national Goodguys Rod & Custom Association events. As if that wasn’t cool enough, the company has also published all their findings on the RideTech website so you can compare your current setup to the cars they’ve weighed and make an educated decision for your own spring rate selection.
RideTech defines ride quality as “the ability to minimize the effects of road irregularities to the vehicle passengers.”
What this means is that regardless of make, model and model year, your vehicle should be able to travel across an obstacle, such as a pothole, with as little movement in the body as possible. Your vehicle’s springs, shock absorbers, tires and suspension bushings can all affect ride quality.
That’s where RideTech comes in. It can be very confusing trying to optimize your ride quality, so RideTech offers its services and suggestions to hot rodders at shows across the country all season long. At the special ride quality analysis tent, you can have your car weighed and looked over by a RideTech crew member to give you an idea if your current suspension setup is good for your car, or if should be trying something else for the best ride possible. They will also be able to tell you if there are any problems with your setup, such as broken or bent components, inadequate suspension travel, etc.

No matter what you drive, be it a classic, truck, wago or muscle car, ride quality is important

Even if your car won’t be making it out to events this year, you can still benefit from RideTech’s findings. The company is constantly updating their Weight Database to reflect weights, weight distribution and specifications of the vehicles they have tested. By searching through the database, you can potentially find vehicles similar to yours and use the data to help in your decision for upgraded suspension components. RideTech has been helping automotive enthusiasts improve their ride for years now, and this is just another way that they are committing to excellence in the hot rod, street rod, muscle car and performance vehicle markets. Check out RideTech’s show schedule for your next opportunity to have a ride analysis done and browse through the Weight Database for similar vehicle information.

You don't have to autocross to have a quality ride but it certainly doesn't hurt your bragging rights.

Small-block Powered Mowers Terrorize Studio

2012-04-14T14:09:00.000-07:00

Redneck engineering is a global phenomenon, not just a regional tendency among residents of the United States. Top Gear Australia featured two wild “shed built” projects that rival even the LS-1-powered chopper found on craigslist. Weird, wild and wacky only begins to describe the two machines introduced to a live audience and subsequently the world.
Both of these contraptions feature GM engines and lightweight non-car chassis; the red lawn mower or tractor, is powered by the archetypal General Motors engine: the small-block Chevy, but the Eski features a 253 cubic-inch Holden V8. With a couple of V8’s, a crowd and some overzealous hosts the power-weight ratio and potential for chaos seemed to be an irresistible combination.
When the idea of racing these “shed built” means of transportation, or perhaps means for complete and utter destruction, was mentioned the entire audience was delighted along with the hosts. However, there was a bit of resistance on the part of some staff members but their concerns were of addressed in proper form, smoke and chaos.
Once the tractors, carts or race vehicles fired up, it was only a matter of time before a NASCAR meets demolition derby style of racing took place on the set. As the guys made laps around the set they pushed the limits of the handling of both vehicles; this is proven when the black Eski machine is rammed into the stage and becomes stuck. Fortunately, the hosts were uninjured during their display of “shed built” machines, but it was awesome to see some international “redneck engineering” in action.

5th-Gen Camaro Rolling On Huge 32-Inch Rims

2012-04-14T14:04:00.004-07:00

At what point oversized wheels (or “rims” as they are also known) became so popular, we don’t quite know. What we can say is that since the 1980’s, the size of rims has grown more and more ridiculous. Once, 20’s, or “dubs” were the most-have automotive accessory. But now that many cars, the 5th generation Camaro included, now offer 20-inch rims right from the factory, and dubs just don’t cut it anymore.
That’s why we have this video, found by Inside Line, of a 5th generation Camaro rolling on 32-inch rims. Yes, you read that right; 32-inch rims.

Don't Break The Bolts !

2012-01-25T18:27:00.000-08:00

The most challenging feat in restoring my 79 Pontiac Trans Am was the water pump. The culprit? The most critical of four studs holding the water pump to the block had broken off flush with the block. Most likely it was sheared off when someone made an attempt to replace the pump. Years of use and weather had completely rusted the stud to the block. I drilled a hole and hammered in an extractor, which promptly broke when I tried to back out the stud.

Knowing what I know today, I would go straight to drilling out the stud and tapping the hole. The "easy-out" extractor is no solution, just an additional headache to building my muscle car hardened steel stud has broken off because the threads are locked, an extractor with a similar diameter is also likely to break.

Nothing would drill out the hardened steel extractor. The tool acturer of the extractor even mailed a special bit to me at no cost. The procedure was to drill dry, no lubricants, using good pressure and high speed. I am a tenacious guy and able to get the most stubborn nuts in the most difficult places to reach, but this was impossible.

The trick was to heat the block surrounding the stud sufficiently so as not to cause too much of a temperature difference, which could crack the block. This was done with an oxyacetylene torch without oxygen--just gas, nice and easy. Once the surrounding area was hot, the welder hit the stud with a blast of oxygen gas mixture, which ignited the stud and extractor. Once the smoke settled I had a rough hole I could drill out, tap, and insert a helical thread into to get to the original thread size--and fortunately, no cracks.
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Automotive Shop Safety Checklist

2012-01-24T13:01:00.000-08:00

Use this list to establish safe working habits and monitor your safety awareness.

1. Avoid a messy shop. Clutter invites sloppy work habits; also, spilled grease and oil create fire hazards, especially in combination with power tools or a welding torch.

2. Keep parts and automotive tools on shelves or in cabinets where they can be located easily and aren't lying about the floor inviting accidents.

3. Maintain sharp edges on cutting tools such as chisels and drill bits. The better the tools work, the less you'll have to.

4. Store any toxic chemicals in locked cabinets where they will be kept safely out of children's reach.

5. Always read tool and product health and safety warnings. Labels on chemical containers often list emergency antidotes such as washing the exposed area. When using chemicals that can be corrosive to exposed skin, such as phosphoric acid rust remover, keep a supply of water handy to rinse off any chemical that comes into contact with your skin.

6. Install a first-aid kit in your shop where it can be reached quickly.

7. If you are spray painting, install a ventilation system and wear a mask approved for the painting products you are using. Professional painters wear masks or suits ventilated to an outside air supply and paint in filtered spray booths that draw awaytoxic painting fumes.

8. Never work underneath a car that is raised off its tires unless it is securely supported by professional-grade jack stands.

9. Double up for safety. If you are working on an engine that is mounted in an engine stand, take the precaution of supporting the engine's weight with a chain or cable suspended from a sturdy overhead support.

10. Wear safety glasses and protective clothing when welding, grinding or cutting metal, sandblasting and similar activities, and when pouring toxic or corrosive chemicals that could splash against the skin or into the eyes.

11. Equip your shop with at least two fire extinguishers. Make sure the extinguishers can be easily reached and their location is clearly visible.

12. Use parts-cleaning fluid, preferably a biodegradable solution in a parts washer, for degreasing parts. Avoid cleaning parts in gasoline.

13. Be alert to the danger of shorts and sparks from old wiring. Disconnect and remove the battery before working on the car. Make sure your shop wiring will support the current load of your tools.

14. Develop the habit of anticipating the possible consequences of your actions. For example, never weld near a gas line or the car's gas tank. Remember that body panels may be backed with undercoating or upholstery. Welding on these panelscould cause the car to catch on fire.

Tool Time - A Guide to useful tools and heavy equipment

2012-01-02T09:11:00.000-08:00

If you're serious aboiut working on your car, truck or motorcycle, you need the right tools. Whether it's basic maintenance or a complete restoration, a job isn't even worth starting without proper equipment. Start your tool room with sockets, ratchets and wrenches. Domestic cars use SAE thread sizes; most imports require metric, and older British models use British Whitworth (BSW). Always buy the best you can afford. Cheap tools will irreparably damage bolts, and you can be sure they'll break at inconvenient times. Sears Craftsman, Stanley, Snap-On and S-K Tools (now manufactured by Ideal Industries), are four recommended brands. Harbor Freight is a reliable discount source.
Ensure you're getting American-made components. Sadly, the market is filled with substandard imports, mostly from Asia. They look fine at first glance, but they are often poorly made. Popular socket drives are 1/4-in, 3/8-in and 1/2-in. Buy a set for each drive with a range of socket sizes, including a cushioned socket for spark plugs. Be sure to add a few adaptors and extensions. Boxed and open-ended wrenches are essential, too. Companies like Gearwrench offer designs with a built-in ratchet feature. Buy a sturdy torque wrench, as well. Whether you're installing a cylinder head or just tightening lug nuts, matching the correct torque rating is imperative. Quality screwdrivers, Allen wrenches in SAE and metric sizes, pliers in a range of types, and the all-impoirtant Visegrips will round out your tool collection.

Assuming you've got at least a 10 1/2-foot ceiling (11 - to 12-foot is better), a home garage lift may well be the most useful tool investment you'll make. A two- or four post lift takes the difficulty and possible danger out of working under your car. The adjustable height allows you to change oil, grease the chassis and perform many maintenance chores, not to mention basic troubleshooting. Raise it to mid-range and you've got the perfect height for cleaning and detailing. You must have a crack-free concrete base of at least four to five inches, and 20 feet of garage depth. Buy an accessory jack from your lift supplier and you can do brake jobs, suspension work, exhaust-system repairs and more. A service/storage lift lets you store two cars in the space of one. Lifts are best utilized with 220-volt AC power, but 110 volts will work --just more slowly. I've had a Backyard Buddy for 12 years and wonder what I ever did without it. Reliable lift manufacturers include Backyard Buddy, Bendpak, Direct-Lift, Dannmar, Superlifts, Mid-America Auto Lifts and Eagle Equipment. Prices range from around $2,000 up to $10,000 for a professional, in-ground hydraulic unit.

You'll definitely want an air compressor. This useful device can fill your tires, supply air to tools like die grinders and pneumatic saws, and provide high-pressure air for painting, cleaning parts and powering an impact wrench, orbital sander or a media-blasting cabinet. They come in many sizes, through most air tools require at least 90 psi. I have a Craftsman 150-psi/6-hp/33-gallon model mounted on wheels, so it can be moved easily around the garage. Stationary units that supply air through permanently installed copper or galvanized steel hard lines are available from many manufacturers, including Craftsman, DeWalt, Summit Equipment, Ingersoll Rand, Campbell Hausfeld, Puma and Chicago Pneumatic.

With your air compressor, you'll want an abrasive blast cabinet. TP Tools and Equipment is the best manufacturer, and they also carry a full line of tools, paint systems, spray guns, compressors and air tools. TP blast cabinets come in many sizes, up to eight feet wide, so you can remove rust and scale, effectively cleaning and stripping large parts. Most units come with built-in vacuums; TP blast cabinets require 80 psi compressed air capability.

A sturdy bench grinder, with at least two different-sized abrasive grinding wheels, is useful for grinding, polishing, filing sharp edges on tools and many other tasks. Some units are mounted on pedestals for maximum flexibility; smaller grinders can be attached to a workbench. Be sure the abrasive wheels have a flexible shield attached to deflect any wayward particles.

That's a quick review of the basic tools you'll want to consider. Comprehensive manufacturer web-sites, listed here, make it easy to comparison shop. You'd be surprised what you can accomplish when you have the right tools and equipment.

Muscle Car headquarters - automotive tools

2011-10-06T08:56:00.001-07:00

Tools.... just where would we be without them? No doubt, we'd probably have more coin in our pocket if we were not paying for the massive roll-around tool chests that are chock full of the latest "must haves" from Matco tools. But, if you are reading this, you must be a working man. You probably cannot imagine not working on a hot rod at least part of your working day and would prefer to be welding a chassis together at two in the morning than working in the plushest office in town...ever.

No matter what your occupation may be, there are certain tools required for that line of work. Those required for hot rod chassis and bodywork just happen to be way cooler than anything an accountant or lawyer may use. Some of these tools are pretty basic and therefore mandatory, while others are more luxurious. Before plunking down your hard-earned money for the latest offering from the local tool emporium, you should consider a few basic questions. Do you already have an acceptable method of doing what the new tool or piece of equipment will do for you? How often do you perform that task? Will the new piece of equipment save enough labor time to justify the cost? Most tasks that can be performed with poweer tools can be done by hand, although power tools will usually save time. If you are running a production shop, that time saved translates into money made; if you are working by yourself in your backyard garage, it may be less important.

Having the right tools for the job and knowing how to use them correctly is the key to success in any profession. Even if you have to improvise, simply knowing which tool will serve as a better alternate will yield a better product. Whatever tool you are using, please be sure to familiarize yourself with its operational and safety aspects. Building hot rods should be fun, and I don't recall a trip to the emergency room ever being fun.

Installing A Turbo Kit

2011-09-29T10:16:00.000-07:00

It is profoundly unnecessary to know anything about the science and engineering of turbocharging to competently install a well-designed aftermarket turbocharger system. The installer need only be a competent hobbyist mechanic. The experience level is about equivalent to that of changing a clutch or removing and replacing an intake manifold.

A German proverb clearly states the problem of accomplishing such a job :"The devil is in the details." To illustrate the accuracy of this proverrb, it is easy to imagine that most people could install an exhaust manifold correctly. Yet a simple air hose not properly attached to a fuel pressure regulator can keep an otherwise faultless system from functioning correctly. Therefore, thoughts about one's competence to install such things should center around how conscientiously one can do the details.
Follow instructions faithfully. When system has a street legal exemption order, it is absolutely necessary to follow instructions to the letter to maintain the legal status. Furthermore, the installer should presume the designer knew what he was doing.

There is some logic to the process. Read the instructions and make notes of questions, if any, to pose to the kit maker. It is both easy and natural for instruction writers to gloss over many points of installation, since they know all the pieces and processes intimately. Service is supposed to begin after the sale. You purchased a kit in good faith and were told that with modest ability, you could properly install it. You will likely need many points of the instructions addressed before and during the installation. It is entirely fair to require the kit maker to give you guidance on the procedure where necessary. Clearly, this form of feedback also improves the writer's ability to create proper instructions.
Familiarize yourself with the parts of the system. Learn the name the writer has given each part. Inventory the parts with respect to the packing list, to be certain all items were included. Call the manufacturer for shortages at the earliest opportunity.
No kit maker should be shipping parts less than spotlessly clean. However, it is a serious error to assume they are clean and ready to install. Any installer worth at least his weight in salt will insure that every part is perfectly clean.
The vehicle subject to the installation need not be in perfect condition. A proper installation on a 90% vehicle will, however, yield only 90% results. While clearly superior to stock, 90% is not the objective of this book or what this writer perceives as the objective of the fellow hard-core enthusiast. If something is mechanically amiss, fix it before the installation.
Prior to starting the installation, fill the fuel tank with gasoline of the octane suggested in the instructions. Do not dilute with lesser octane fuel already in the tank. If necessary, drain the tank. Never use octane boost as a testing aid -- it will mask many critical characteristics, such as air/fuel ratios and ignition timing controls. If unspecified, consider left and right from the position of the driver.
After the installation has begun, the best procedure is to complete the entire job prior to driving the vehicle. Certainly the job can be broken up into segments, like installing the boost gauge, fuel pump, heat shield, etc. The catch is, one cannot install only the turbo and associated pipes and then set out to see how fast it will go. That will surely prove a disaster.
Always read the statement of warranty prior to starting the installation. If questions of policy exist, this is the best time to discuss them.
The speed with which you accomplish the installation is not of any consequence. A few extra hours mean nothing.

Tools and Equipment
A reasonable selection of hobbyist mechanic's tools is all that's required for a successful installation :

Metric open/box combination wrenches
Metric socket set
SAE open/box wrenches
Assorted slot and Phillips screwdrivers
Electric drill and assorted drill bits
Ignition timing light
Sealing compound
Never-Seize compound
Locktight #271
Spray can of cleaning solvent
Oil filter and oil change
Teflon tape
Safety wire
Clean rags
Floor jack

Jack Stands
Factory shop manuals

A Turbocharger as a simple device

2011-09-29T09:08:00.000-07:00

A turbocharger is a simple device. It is nothing more than an air pump driven by energy remaining in the exhaust gases as they exit an engine. Of the energy released in the combustion process, aproximately one-third goes into the cooling system, one-third becomes power down the crankshaft, and one-third is dumped out the tailpipe as heat. It is this last third that we can use to power the turbo. Consider that a 200 bhp engine dumps approximately 70 bhp equivalent of raw heat straigjht out the tailpipe. That is a tremendous amount of energy that could be put to better use. By comparison, when was the last you saw an air fan operated at 70 horsepower? Thus, it is not so hard to imagine the turbo's potential for moving huge amounts of air. Please go to www.musclecarsheadquartersinc.com for the correct tools to install or repair your turbocharging system.

Stranded wiring or Solid wiring for automotive use ?

2011-09-15T14:17:00.000-07:00

Why stranded wiring for automotive use? Simple: stranded wiring is used for its reliability. Stranded wiring offers greater overall resistance to breaks from the kinds of harmonics and vibrations that it is subjected to daily in the automotive environment. Solid wiring is just quite simply not up to this task-nor was it designed to be.

Another area of concern is the connection points of solid wire. Not only would traditional methods of connecting solid wires be unsuitable in an automotive environment, but the expansion and contraction of the wire itself from the temperature extremes it can be subjected to would put undue stress on these connections. This could make them high in resistance, unsafe, and possibly a fire hazard.

Finally, stranded wire design for automotive use typically has a plastic insulator that is designed to stand up to extremely high temperatures and petroleum based products, such as gasoline and oil. The wiring found within the walls of your home doesn;'t require this, so it isn't constructed that way.