CPG Nation Forum - Feature & People Articles

Drag Review Profiles Scotty Richardson

CPG Marketing — Mon, 17 May 2010 23:42:50 GMT

Recently Drag Review magazine (IHRA) profiled well known sportsman drag racer - Scotty Richardson. In the article he revealed his plans for the future along with giving credit to COMP Cams & TCI for being a big part of his success. Click the attached PDF to read the full article.

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COMP Cams� Products Power Mike Nichols To Elite Status

jjamros — Thu, 13 May 2010 20:49:19 GMT

Mike Nichols recently became only the sixth driver in the history of the IMCA sanction to win 200 events, and COMP Cams� products have been a key component in his drive to excellence.

In all forms of motorsports, drivers aspire to reach the elite tier of their respective divisions. Thousands of hours are devoted each racing season by drivers all across the nation to being the best of the best. Despite their efforts, few drivers ever achieve this coveted status. However, there are occasional exceptions to the rule, and one of these exceptions is COMP Cams� customer, Mike Nichols, from Harlan, Iowa. Nichols achieved elite status by becoming the sixth driver in the modern era of the IMCA sanction to ever win 200 or more races in a single division.

Mike Nichols' Number 63 Car

While earning his elite status in the highly competitive IMCA Sunoco Stock Car division, Nichols first piloted a Stock Car during the 1996 season on a part-time basis before moving on to the Open Wheel Modified ranks during the 1997 campaign. He would even briefly try his hand at promoting a race track before making a full-time return to the Stock Car ranks in 2002. The 2002 season proved to be a breakout year for Nichols, as he unleashed his fury to the tune of 33 feature wins and his first of three national championships. Over the course of the next seven years, he would accumulate over 160 additional wins. Entering the 2010 season, his win tally resided firmly at 196. He would quickly pick up three feature triumphs early in the season, and on May 9th, 2010, he made history by winning event number 200 at Raceway Park in Jefferson, South Dakota.

A docket of over 50 events still remains for the 32-year-old Nichols in 2010. With only 24

Mike Nichols' Number 63 Car

wins separating him from Jeff Anderson, who is the all-time leader in victories in the IMCA Sunoco Stock Car division, it is highly conceivable that Mike Nichols will take possession of the top spot by the end of the 2010 season.

While the setups and configurations on his cars have changed over the years, one thing that has remained consistent for Mike Nichols is the use of COMP Cams� components to keep his race car performing at a championship level. Nichols comments, �Early in my career, I tried different valve train parts and cams from different manufacturers, but after making the exclusive switch to COMP Cams� in 2002, I could immediately tell the difference in quality. I�ve been a devoted customer ever since. Their products have never let me down, and I honestly believe my performance has been a direct result of the quality and integrity of their cams and valve train products.�

Many people within the motorsports industry consider the IMCA Sunoco Stock Car division to be the true grass roots division of racing. The folks at COMP Cams� agree with this belief, and as a result they support the division and its drivers through multiple programs. COMP Cams� recognizes that without divisions such as this one, there would be no foundation for the top echelons of motorsports.

For more information about any COMP Cams� valve train products, call us at 1-800-999-0853, or visit us online at www.compcams.com.

http://www.youtube.com/watch?v=mtMaDwOHQMI

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The Greatest Racing Story (that I have to tell)

jjamros — Wed, 12 May 2010 14:40:10 GMT

My name is Kenneth Watson. I�m a 22-year-old college student currently getting my associate�s degree in computer aided drafting for mechanical engineering. The car I race started out as my mom�s daily driver � a 1978 Malibu. My mom blew the engine in it and its life as a drag car began.

Kenneth Watson and the Malibu on the big night

My story starts out late one May morning, as my father and I hook up to the trailer, loading the car, the slicks, ten gallons of race gas and the extra blower pulleys. We leave Salina, Kansas, and head south-bound to Wichita International Raceway in Wichita, Kansas. I�m nervous the entire trip. Why? Because I�m only 19-years-old and I have never raced on a track before, let alone in a 9-second street car. I had driven it a few times with my dad on the street but never got crazy with it � just putted around. We pull up to the gate to pay our registration fees at the 2nd annual Midnight Street Drags (all heads up racing). We�re running slicks and power adder class, which is a tough class as is. So we get in, park the trailer and unload the car. We put the slicks on, uncork the exhaust, adjust the timing and set the launch controller rev limiter.

I get in the tech line and the guy asks me what I think the car will run. I said I don�t know because we had the overdriven pulleys on the blower, and we pulled some timing out of it so I would go slow ... first time at the strip ya know? So they run through the usual tech stuff and say you�re good to go. At this point, my mind is running a million miles an hour, my palms are sweating and I can�t sit still. Guys are looking at the car and vice-versa. So my dad sits me down and tells me to calm down. He sits me in the car and runs me through the steps of the burnout, how to set the line lock for the burnout, transbreak procedures and whatnot.

I get in the staging lanes strapped in but with the door open so I can breathe. My knees are just shaking. It�s finally my turn to make my first test and tune pass. I get in the water box, I set the line lock and do my burnout. My dad is out front guiding me to the lights. I hit the transbrake and set on the pedal. We�re on a pro tree. Lights flash. I just let go of the button and boom! It feels like I just got smacked in the rear end by a semi truck doing 50. And all I see is air. It settles down, the shift light comes on and I slam into second, then drive and it�s all over.

I coast back to our trailer and my dad has the biggest shit eating grin on his face. He said, �What you think you ran?�

I said, �Who knows it all happened so fast.�

The Malibu Today

He said he thought that it was 12s. I was kind of heart broken. If that was what 12s feels like, I don�t want to know what 9s feels like. I looked at the time slip and it said 10.19 at 133 mph. I was amazed. We checked the car out, made sure everything was intact and avoided the tech guys.

This is an elimination round with a $100 single buy back if you want it. So we get in the staging lanes and I�m looking at the car next to me � a Mustang Fox Body. We pull into the water box, and I just start shaking again. We set the lights. I let the transbrake go again and I�m off, never looking at the other lane to see if I had won or not. I had! So we go a few more rounds and I�m blowing them away left and right. We finally get to the final round. This alone is an achievement in itself for me. In my mind, I have already won. My dad was proud of me and I was happy.

All the finalists stage for separate classes. Next to me I see 1974 Nova. It�s got a 9 second index sticker on the window, and I see the nitrous bottle sitting next to him in the car. He comes over to me and shakes my hand. He asks about the car, what I have been running and we just talk. While the class in front of us finishes up, I ask what he�s been running. He says that he�s had some jetting issues but it�s been going 9.90s and 10.0s tonight. I have yet to break 10.10.

A work in progress

The air is cooler so I know we�re both going to run quicker. As soon as he told us what he was running, my dad goes and grabs some tools, and we swap the pulleys out right there. We play with the timing and let a few more pounds out of the slicks. They call us up and I strap in. I say my prayers and hit the water box.

This was the very moment that changed my life forever. I took the far lane. When pulling into the water box the car was yanking itself as if it couldn�t wait, the throttle burping itself under the load. I smile just thinking of this moment.

I get in the water box, start to warm �em up and roll out, this time rolling out past the lights. I roll back and wait for him to get deep staged before I trip the second light. It trips; I hit the break and bring the revs up. The light changes and all hell breaks loose. I leave hard! The front end comes up and the shift light comes on. I rip the shifter into second, and as the car gets out of the groove it tries walking into the wall. I throttle it and don�t stop. Almost as if nothing else matters, I get back in it and yank drive. And I pull him on the big end. I couldn�t tell who won; we were side by side.

I�m pulling down the return road and I don�t see anyone at the time booth. So I pull on around to the trailer where I see everyone with smiles. I had won. I won my first race that I had ever run. I won a plaque, $300 and the story of a lifetime. We loaded up and went home. On the way, we stopped to eat and the old boy I had raced was there eating as well. We talked and are now friends. He has a new setup and is running 8s now. Our car hasn�t changed much, as we are building two new cars. They are, of course, loaded with only the best in competition valve trains: COMP Cams�.

1978 Malibu

Back halved with a Competitive Engineering fab 9 inch, full spool, 4 linked, 12 way adjustable Competitive Engineering Coil Overs

10 Point Cage

Fiberglass Deck Lid, Hood, Lexan Windows

2" Drop Spindles up front with, Competitive Engineering Drag Shocks and Moroso Trick Springs

388 ci SBC 4 Bolt Main Block

Eagle Forged Stroker Crank

Eagle Forged Rods

JE 8:5:1 Forged Slugs

COMP Cams� Custom Hydraulic Roller Cam

COMP Cams� Valve Springs, Retainers, Locks

COMP Cams� Gold Roller Rockers

COMP Cams� Pushrods

COMP Cams� Belt Drive

Dart Pro 1 CNC Heads

Weiand 6-71 Teflon Stripped Roots Style Blower

2 Holley 850 CFM Boost Referenced Carbs

MSD Pro Billet Distributor

Transmission: GM th-400 with a TCI� Manual Valve Body, TCI� Transbreak, TCI� Torque Converter with 4,800 stall

Kenneth Watson and the his future Malibu

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Kuntz & Company� Racing Engines Bank on COMP Cams� For Performance Parts

jjamros — Tue, 11 May 2010 18:17:49 GMT

Whether it be for an alcohol dragster or a dirt late model, Kuntz & Company� Racing Engines depend on COMP Cams� performance products to get the winning edge

Nestled in the small, southwest Arkansas town of Arkadelphia resides Kuntz & Company� Racing Engines, which produces power plants for every motorsports division imaginable, ranging from drag cars to dirt late models to road racing cars. The CEO and Founder of the company, Jim Kuntz, began working in the motorsports market in 1963, when drag racing first caught his eye.

Kuntz & Company� powerplant in a Ford Mustang LX

Kuntz comments, �Back in the early 1960s I started to gain an interest in racing. I was working at a Ford dealership where my everyday job consisted of working with the same hot rods and muscle cars that now make collectors salivate. Working with those incredible machines gave me the drive to want to devise ways to make them go even faster!�

Kuntz�s desire for aftermarket performance led to the formation of Jim Kuntz Racing, which in its infancy was a side project, focused primarily on drag racing, that complimented his full-time job at the Ford dealership. By 1986, Kuntz & Company� Racing Engines was born as a self sufficient entity. Kuntz�s endeavors had already accumulated several accolades, including seven NHRA national records, multiple NHRA divisional championships, and a U.S. Nationals title. With Kuntz now able to focus solely on his own business, his clientele began to grow by leaps and bounds with customers from nearly every form of motorsports.

Not only did his clientele expand, but his services did as well. In addition to motor building, Kuntz & Company� services grew to include a full service machine shop, which offered balancing, machining, cylinder head work, dyno-service and custom-built engines. The wide array of services Kuntz & Company� had grown to offer set them apart from many of their competitors, and many of the top drivers in various motorsports realms began to take note of this. Despite his company growing at a break-neck pace, one thing that did not change was Jim�s hands on approach with every engine.

�Since day one, I have gone by the ethic to treat each and every customer the same, and to stay involved with every aspect of our products. I honestly believe that this has been a major factor in the success of our engines,� comments Kuntz.

Bill Frye driving a Kuntz powered late model dirt car

One driver who recognized the quality of Kuntz and Company� products was nationally renowned dirt late model driver, Bill Frye. Kuntz and Frye teamed together in the mid 90s, and the path of destruction that they wreaked on the competition was massive. With Kuntz & Company� Racing Engines in his dirt late model, Frye powered his way to hundreds of feature wins across the country, as well as five Mid America Racing Series (MARS) National Championships.

Kuntz regards his endeavors with Frye as some of his proudest moments. In fact, Jim Kuntz comments, �To be able to build an engine that can be pushed to the brink every lap of every race on a nightly basis by a hard-nosed competitor like Bill Frye is something that I hold near and dear in my heart. Bill demands nothing but the best, and we (Kuntz & Company�) have been able to exceed his expectations for over 15 years now. That is something special in my book!�

Now almost 25 years since the company was founded, it would take a small novel to detail all of the accomplishments of Kuntz & Company� and their customers. The list of wins, records and championships include series with acronyms such as NHRA, SCCA, MARS, IHRA, NMRA and the list goes on and on.

Kuntz & Company� powered drag car

Jim Kuntz is quick to mention that his relationship with COMP Cams� has kept him at the forefront of quality and performance in an ever-changing market. He notes, �I can call the guys at COMP Cams� and give them a description of a custom product that I need. They never ask for more information than I am willing to share, and they always deliver above and beyond my expectations. My engines are only as good as the quality of the products that go into them, and I never have to worry about the integrity of the components that I purchase from COMP Cams�.�

For more information on Kuntz & Company� and their products, please visit them online at www.kuntzandcompany.com.

For more information about COMP Cams� valve train products or any other COMP Cams� product, call us at 1-800-999-0853, or visit us online at www.compcams.com.

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Engine Builder Profile - Rayvon Clark

jjamros — Mon, 26 Apr 2010 22:28:20 GMT

Over in the hotbed of racing in North Carolina, there is an engine builder who is quietly compiling one of the most impressive resumes of �big race wins� in the country. This engine builder is Rayvon Clark, and his business is Clark�s Automotive Race Engines, located in Reidsville, North Carolina. Rayvon Clark�s credentials reach back to an earlier era of NASCAR short track racing when he competed as a driver in both the Modified Touring Series and the NASCAR Winston Racing Series.

Jake Crum used Clark Automotive power to capture the 2008
UARA championship and driver development opportunities in
NASCAR�s upper divisions

It was during Rayvon�s competitive years that he learned everything about racing, chassis tuning and engines. As his racing career wound down, his life as an engine builder was ramping up, and he found himself working with Tony Branson of Tar Heel Motorsports in North Carolina.

The two of them developed reputations of being superior engine men, building engines for the likes of Dick Trickle and Todd Bodine. Then, in the late nineties, Chrysler came knocking on their door to hire them to work for Ray Evernham Motorsports and help re-launch Chrysler back into the NASCAR Cup series.

Branson took the job with Evernham, but Clark took another path. In August of 2000, he founded Clark�s Automotive Race Engines. Today, the business is a thriving enterprise that primarily specializes in engines for competitors in the NASCAR Whelen Late Model Stock Series and the UARA racing series.

During each of the last five years, Clark�s engines have made it into the winner�s circle more than fifty times a year. That fact by itself is impressive, but when you couple it with the fact that he only builds around 100 engines a year, it demonstrates that the winning ratio of his engines is amazingly high. Clark has worked with some of the best drivers in the business throughout his career, including rising stars Jake Crum and Alex Yontz in recent seasons. In fact, Crum�s on-track success helped propel Rayvon Clark to the UARA Engine Builder of Year award during the 2008 race season.

Alex Yontz utilized Clark Automotive engines to capture victories
in the UARA series and big money late model stock events such
as the Bailey�s 300 at Martinsville

Clark takes a great deal of deserved pride in the powerplants that come out of his shop. When he talks about the reasons his engines are so good, he points to his well trained staff and to the high-end components that go into his engines.

In speaking with Clark, he said, �Building engines is a team effort, but without the right parts, our engines wouldn�t be powerful and reliable. We do a lot with COMP Cams�. Their cams and valve train parts have a lot to do with our success. We trust them, and they�ve been a big player in our winning recipe of racing engines.

�Our engines have been in the race cars that have won the Bristol UARA race twice in the last three years and Bailey�s 300 at Martinsville three times in the last four years.

�I worked for years with Gordon Holloway, and now I work with David McCarver at COMP�. They�ve both been great at working with me and helping me make power.

�I�d recommend COMP� to anyone that wants a powerful and reliable engine.�

Source:

Clark's Automotive Race Engines

3686 NC Highway 87

Reidsville, NC 27320

336-349-4348

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Racer Profile: Andy Warren

jjamros — Tue, 06 Apr 2010 22:01:18 GMT

For many people involved with motorsports, racing is a family tradition that�s passed down from generation to generation. That�s certainly true for thirty-one year-old Andy Warren, who got a foothold in racing from his father John.

As Warren puts it, �When my dad came back from military service, my brother John and I went drag racing with him. From the time we were kids, my brother Jon and I learned everything we could about racing from him. Don�t tell anybody, but at the age of age of fourteen, I did my first pass at the strip in a Ford Tempo. My mom drove me to the track � I obviously wasn�t old enough to have a driver�s license. I did the pass. Racing REALLY had me after that.�

Andy Warren

The very next year, at the age of fifteen, Warren bought a car. It was a 1971 Chevrolet Caprice, and it became his daily driving and race car. That was until 2004 when the car developed engine trouble and had to be sidelined for a while, although not for too long. With a fresh engine and race car modifications made to the Caprice, Warren decided that he wanted to seriously compete. So he looked at his options and made the decision to compete in the NMCA series.

Warren had been a long-time fan of NMCA racing, and because they offered the Nostalgia Muscle Car category, he found the perfect fit for himself and his Caprice. His first race was in Bowling Green, Kentucky, not far from his home in Rineyville. Unfortunately, he went out in the first round, but that didn�t deter his passion to race.

In October of that same year, Warren decided to take the car to Memphis to compete in the NMCA World Finals. He was determined to do better, but the weekend got off to a bad start and was rain delayed for two days. When the rain finally cleared, the competition got started, and Warren, who had to take a couple of days off work to stay over, began his competition in earnest.

Andy Warren�s 1971 Chevrolet Caprice

When the final run concluded, Warren had met his goal of real competition, but the best news was that he had won the competition. It was this win that led to him competing in the entire NMCA circuit in 2006. Although he fell short of champion status, he garnered a very respectable runner up place, only missing the championship by two rounds.

The following year was not as successful for Warren. However, in 2008 he returned to his earlier form when he once more raced to a runner up position, again only missing the championship by two rounds.

Then in the 2009 NMCA season, Warren found his stride, winning the national Nostalgia Muscle Car NMCA Championship title. Not only did he win the championship, but he was also awarded the Ambassador of the Year trophy, which is given to an outstanding individual who promotes the series and is selfless in his help to other competitors.

When talking about his Championship and Ambassador awards, Warren is passionate yet humble. He said, �Winning the Championship was the result of a lot of hard work and great support. And the Ambassador award was very special because it�s given for helping other racers. There have been so many that helped me, it just made sense that when you get help, you give help.

The Warren Team (L to R) Father John,
Brother John and Andy

�A clear part of the 2009 success was the great engine we had. It was built by Tim Knieriem of Knieriem Racing Engines in Louisville, Kentucky. The Knieriem family have been long time family friends, and Tim Knieriem built the engine. It was a rocket, and I was amazed at what he�s done to help make this 3900 lb Caprice run in the 10.70s on a quarter mile. Most of the engine components were off the shelf. The cam was a custom ground 630 lift solid roller from COMP Cams� that helped us pick up over two-tenths.

�For me, I really appreciate manufacturers like COMP�, who not only provide the best products and services, they�re also a huge help for us through their sponsorship and contingency support with NMCA. They are a real grass roots company. It doesn�t matter if you have a fifteen-second street car or a six-second pro mod, everybody gets the same great support and products. And, the contingency awards really help us all with the cost of racing; they help to keep us going to the races.�

In 2010 Warren intends to go for gold again in the NMCA series. So if you�re in the area of an NMCA event, go by and say hello. You�ll be welcomed, and you can see firsthand that Warren is a champion on and off the track.

And in the future, don�t be too surprised if the next generation Warren is at the track with him, learning how to race. The torch will be passed again.

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Engine Builder Profile - Ronnie Willkomm

smogridge — Thu, 01 Apr 2010 16:01:52 GMT

Deep in the heart of the Old South there is a race engine shop that has been making a lot of noise for more than two decades � that noise is from the powerful engines they build. The company is Race Engine Design, and it�s located in Rossville, Georgia. [IMGRT=Ronnie Willkomm]http://www.cpgnation.com/filehost/files/10/c1.jpg[/IMGRT]

Owned by Ronnie Willkomm, this engine building company is noteworthy for a number of reasons, but most importantly, it�s known for the consistent, high-horsepower engines built there. For the most part, engines from Race Engine Design are built for dirt racing, and they have produced race-winning power for many well-known and not-so-well-known racers for more than 25 years.

A Little History

Willkomm is originally from Wisconsin, not far from the Great Lakes drag strip in Union Grove, Wisconsin. In 1976, at the age of 16, he worked at the drag strip as a tech inspector, and also bracket raced in a 1970 Nova. He also had a brief career in Pro Stock racing.

In 1984, he went to Georgia to work with Jim Hedrick, the original owner of Race Engine Design. In the daytime Willkomm ran the business operations, and in the evening he helped assemble engines. As time went on, it became clear his value to the company was more tuned to the operations, so he took the reins of the business side.

In 1987, Willkomm became a partner, but in 2001 he became sole owner as a result of the untimely death of Hedrick. With his partner and father figure gone, Willkomm took the helm. Through his leadership, Race Engine Design continued on its path of excellence and has maintained its status as one of the most respected engine building companies in the industry.

[IMGLFT=Race Engine Design is located in Rossville, Georgia]http://www.cpgnation.com/filehost/files/10/c2.jpg[/IMGLFT]

Race Engine Design is a complete engine building facility that builds as many as one hundred specialized race engines a year. Their client list is broad, and their engines are shipped not only to domestic locations, but also to a number of offshore locations such as South Africa, Australia, Puerto Rico, Costa Rica and the Dominican Republic.

Domestically, the company has been a powerful engine resource to hundreds of racers throughout the U.S. Some of the more recognized names that have run their engines in past years are Dale McDowell, Ronnie Johnson, Skip Arp and Rex Ritchie.

Two current stars that run with engines from Race Engine Design are Ray Cook, who won five races in the Lucas Oil Late Model Dirt Series in 2009, and Randy Weaver, the 2009 Southern All-Star Dirt Late Model Series Champion.

The Engines

Willkomm attributes the success of his engines to many factors, such as experience, a great team of technicians and the quality components he uses. He specifically points to COMP Cams� in Memphis, Tennessee as a large part of the reason his engines produce consistent and reliable horsepower.

�We use the best parts available for our applications,� said Willkomm, �And COMP� is our source for cams and other valve train components. We work very closely with them. I especially appreciate Gordon Holloway, who is my direct engine consultant at COMP�.

�The customer service at COMP� is as good as it gets. There are other companies that sell parts, but they just don�t match the constant R&D that COMP� does. COMP� is constantly testing and designing to stay on top, and they listen to feedback from us to help maintain the best-engineered parts.

�When we have questions, their know-how is second to none. They advise us and help keep us on track for high-horsepower output from our engines. Through the years we�ve had virtually no valve train failure.�

Going Racing

Willkomm not only provides powerful engines to racers, but he is vigorously involved in racing in another way too. He is part owner of the Cleveland Speedway in Cleveland, Tennessee. His involvement in this facility is testimony to the fact that he is serious about both racers and the spectators that come to see the races. His belief in the sport is strong, and even in the current uncertain economic times, he is strong in the belief that racing will continue to grow.

�Racing will continue to go and grow,� said Willkomm. �It�s a sort of self maintaining sport. Guys are going to race, and as long as companies like Race Engine Design keep providing engines that last, they will keep going to the track. The economy plays a role in how many races both the racers and fans can go to, but they will still go as often as they can.

�I just think that we will weather this current economic storm and come out the other side stronger and better than before.�

Source:

Race Engine Design

770 Chickamauga Ave

Rossville GA 30741

706-866-3000

raceenginedesign@aol.com

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Ten Questions With Engine Builder & Racer Vic Hill

CPG Marketing — Mon, 15 Mar 2010 16:45:50 GMT

When it comes to "big time" motorsports, Vic Hill is a legend in his own right. His career began in NASCAR Winston Cup racing and spanned many years of working with the best and brightest teams and drivers around. While in NASCAR, Hill built engines for some of the best racers in the business, including luminaries like Dale Earnhardt, Charlie Glotzbach, Cale Yarborough, Richard Petty, Dick Trickle and Michael Waltrip.

[IMGLFT=]http://www.cpgnation.com/filehost/files/8/vic%20hill%202.jpg[/IMGLFT]Today Hill runs his own successful engine shop, Vic Hill Racing Engines in Mosheim, TN. His engines run in winning cars in a variety of series, such as Lucas Oil, World Of Outlaw (WOO) and Pro Cup Asphalt, which covers both dirt and asphalt racing. Not only is Hill a renowned engine builder, he also continues to race his own car. You can usually find him racing in his Land Air Transport and Pilot Travel Centers sponsored car at any number of dirt tracks but especially at the �Friday Night Fights� at his home track � Bulls Gap Raceway in Greenville, TN.

Hill considers Bulls Gap his home track for good reason � his shop is literally across the street, which is where we caught up with him to ask some questions that shed a little light on the man and his business.

How did you get started in racing?

After I graduated high school in Sevierville, TN, I wanted to get a job with a race team. So I moved to Winston-Salem, NC. I managed to get a job with Richard Childress by just showing up at Childress Racing in Welcome, NC. I guess they knew I was serious, and I got a job working with Bob Gorrell, who was the cylinder head guy at that time. My real goal was to drive a car but the chance to work at the shop was a great way to get in the door. My dad told me that if I really wanted to do the racing thing, then I should go to Charlotte � go to work for a team and learn from the ground up. So that�s just what I did.

Who was your biggest influence?

It turned out to be Bob Gorrell, the cylinder head guy at Childress. When I said earlier that I went to work for him, it wasn�t all that simple. At first he thought I was just a neighborhood kid that was hanging around but when I finally told him that I was broke, he cracked up and figured out how to put me to work and get paid.

What was your most memorable moment?

Without a doubt it was when I was working for Childress and the famous race when Dale Earnhardt won "The Winston" � the one called �the pass in the grass� at Charlotte in 1986. The race was exciting but the big moment for me was when I got to drive the car to inspection. It had no brakes, but I got it there. I wish I had a picture of it, but it remains a very memorable moment for me.

What is the biggest change you�ve seen in racing?

NASCAR and the corporate money. It�s not as fun as it used to be. There are so many rules that control the innovation - it's just not the same. It�s one of the main reasons I dirt race now. You can be as innovative as possible within the guidelines. Dirt racing is like the Winston Cup series was in the 70s and 80s.

What�s your view of the future of dirt racing?

I think it will remain strong and grow for the grassroots racer. It still remains the most affordable kind of racing and has the best payback for individuals. Fans love it, and we seem to be doing OK.

Why else do you race in dirt?

Although there is not a lot of money, in the dirt world, if you manage your assets well and with a little sponsorship, the payback is good enough to support a team. You won�t get rich, but you can sustain. Also, you can�t deny how fun it is and fans seem to love it, too.

Why are your engines so good?

We take a lot of pride in building our engines, and we build them to perform well. Naturally, the valve train is critical, and we use the best stuff. COMP Cams� is one of the reasons our engines are the best. When you have a company like COMP� that will work with and get you what you need to build the best engines, then you know that you're building with the best possible cams and valve train. I couldn�t do great engines without their help and products.

What advice would you give to someone going racing?

Learn as much as you can about cars, engines and every part of racing if you are going to race. Focus on your specialty, whether it is dirt or asphalt. Focus and learn is my advice.

What do you do for R&R?

Race. That�s it. Just race.

If you did not do what you are currently doing, what would it be?

I just don�t want to do anything but this.

Source:

Vic Hill Race Engines, LLC

10386 Blue Springs Parkway

Mosheim, TN 37818

Phone: 423-422-6644

email: vichillraceengines@yahoo.com

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TCI Steps Up For Project American Heroes Again In 2010

CPG Marketing — Sat, 20 Feb 2010 00:43:50 GMT

To get you up to speed on the project, the guys at Route 66 Motorsports are putting the final touches on the Chevelle. The PPG paint has been completed and the GM LSA Supercharged engine, TCI 6x Six-Speed Transmission, and Strange S60 rear end are all nestled in place awaiting the final assembly and hook up.

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The project has been a challenge this year due to a number of factors, not the least of which is the extra stress that our poor economy has burdened us all with. However, we have all persevered and we can see a finished product in sight. We have again adjusted our schedule and will now be releasing the Project American Heroes build book with the June issue of Super Chevy which will hit the newsstands April 20, 2010.

Lastly, we want to inform you that we are also shifting the auction schedule and site of the Chevelle to Barrett-Jackson�s Orange County, CA event on June 25-27, 2010.

To learn more about Project American Heroes check out www.projectamericanheroes.net

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Super Street Outlaw Racer John MacDonald

jbarker — Tue, 27 Oct 2009 21:44:50 GMT

John Macdonald programs robotic welders for the auto industry. In his daily gig, he spends time figuring out how to make welds stronger, and in turn, strengthen the bond between two pieces of metal. He brings the same speed and accuracy that robots showed the auto industry to the sport of drag racing, breaking down the logical steps of how the interconnected parts perform to make his Super Street Outlaw program perform to its highest potential.

By: Mike Yoksich, Courtesy of ProMedia Publishing

The same logical mind that Macdonald uses to program software told him he needed quality hardware to make his total race package work. When it came time to assemble the people and pieces needed to make his race efforts worthwhile, he turned to Kim Mapes at Motorcity Motorsports in Riverview, Michigan. Mapes is the friend and crew chief that makes the hardware work for John�s program.

Super Street Outlaw racer John Macdonald

The ProCharger Super Street Outlaw class that John runs his 2001 Cobra in takes a huge amount of dedication to become successful, and Macdonald is no stranger to hard work. Running 7.42 @ 196.65 mph with a 1.20 60 foot time at 3,175 pounds requires a well sorted out engine and chassis combination. Macdonald has been competing in Super Street Outlaw for a couple of seasons now, and has finally figured out some of the speed secrets his competition is loathe to share.

The Combination

When it came time to construct the bullet for John�s car, engine builder Mapes used a Dart compacted-graphite iron 9.5 inch deck, 351 block, which has been bored and stroked to 388 cubes. Compacted graphite has at least 75% higher tensile strength and 45% higher stiffness with double the fatigue strength of a conventional iron block, which helps to provide a strong foundation for the rotating assembly. Above 200� C, for example, the fatigue strength of CGI can be five times higher than an aluminum block, making this the logical choice for an engine that sees over 30 pounds of boost on a regular basis. CGI blocks hold the dimensional proportions of the bore much better than any other material, which helps to keep the rings sealed up properly.

Sonny Bryant designed the 3.65 inch stroke crank that whips around those sweet GRP aluminum rods and 9 to 1 CP pistons. The oil pump is a Stock Car Products external unit, sucking from a Moroso pan. The heads Macdonald chose are Brodix Neal BF-202�s that have been ported by Mapes at Motorcity Motorsports. The BF-202�s now flow 420cfm on the intake side, and 300cfm through the exhaust, helping the ProCharger sitting on the front of the engine to huff plenty of extra air through the whole works.

Mapes spent plenty of time developing the combustion chambers on these cylinder heads, and they�ve been perfected for a supercharged application like Macdonald�s. Propac triple valve springs bring the titanium Del West valves back to the seat after the long ride the COMP� Cam takes them on.

John also relies on a Jesel belt drive timing system, which spins the cam in the Dart block�s 55mm roller bearing equipped cam tunnel. Jesel keyed roller lifters bump the Smith Brothers pushrods up and down in the cylinder heads, opening up those titanium valves.

Macdonald relies on an ATI ProCharger F3A, measuring 123mm at the inducer, and the supercharger is driven by a Supercharger Store gear drive before it pushes the boost through a ProCharger 2400 hp water to air intercooler. The 30 pounds of boost travels through the intercooler, and passes through an Accufab 105 mm throttle body, before diving through the Edelbrock 351Y intake manifold and into the cylinder heads.

The manifold has been modified by Motorcity Motorsports to house FAST� 160-pound fuel injectors that are controlled by a FAST XFI fuel injection system. On the �out� side of the cylinder heads, a set of Motorcity Motorsports custom fabricated 2� headers with 4� collectors take the spent gases back into the atmosphere.

Getting all that power back to the rear end is the responsibility of Kenny Lang at Lang Transmissions in Milan, Michigan. Lang used a 10 clutch drum, ringless input shaft, custom straight cut gearset, JW case and bellhousing, and then increased the line pressure. A car this heavy, with as much power as John�s Cobra has can be hell on a transmission. The key is getting a handle on the line pressure of the transmission. The Neal Chance 10" bolt together convertor is the same one that came with the car when Macdonald originally purchased it from Tim Lyons. It�s constructed of aluminum on one side, steel on the other, and features one of Chance�s billet stators.

The rear end is a Chassis Works Fab 9 Ford-based housing modified by Kim at Motorcity Motorsports. Kim used Moser 35 spline axles, with a Moser 3.60 ratio ring and pinion, and further strengthened the housing for Super Street Outlaw duty. The ladder bars and anti roll bar were built by Tim Bradham's Chassis Works in Fayetteville, N.C., and are controlled by a pair of Afco T2 double adjustable shocks. The front suspension features double adjustable Santhuff struts, which are bolted to a Vanishing Point k-member and a-arms.

The front half of the car rolls on a pair of 15x4.5 Weld Spindle Mounts with Mickey Thompson tires, while the rear is supported by 15x12 Bogart Double Bead-Loc wheels with Mickey Thompson 28 x 10.5 slicks. The chassis, originally built by Tim Bradham, was originally owned by Tim Lyons. Lyons campaigned the car in SSO competition before John purchased it as a roller. John and Kim continued the evolution of the beautifully built 25.2 spec car by adding some bracing and beefing up the rearend housing to make it stronger. They lightened up the rotating mass by gun drilling the axles, and set up the car to match John�s driving style. In a class as tough as SSO you need to constantly be improving.

Where John�s Coming From

John�s racing career started when he was 18 years old. He saved his money till he was able to buy an �86 Mustang GT. Most of John�s friends had Mustangs and buying the 5.0 allowed John to join in the fun. He immediately took the car to the strip and ran a best time of 14.6 at a whopping 95 mph, a far cry from the 195mph speeds his Super Street Outlaw car achieves.

John�s next step was to start bracket racing every weekend, and that�s when the modifications began. John did all the standard modifications for that time, which included bolt-on rocker arms, headers, rear-end gears, and the venerable Ford Racing Parts GT40 intake and cylinder heads. After getting down to 13.0 ET�s, John started feeling the need for speed, which helped him to plan out the next step.

The sickness took hold and Macdonald�s next move was to a 408-inch carbureted, nitrous-injected engine backed by a C4 transmission. The Mustang was upgraded with a 10 point cage, and after shaking it down, it was time to unleash the bottle. The car went a best of 9.05 at 154 mph on nitrous, and ran the 9.0 index class at the local track with some success. This car was garage built and taught John a lot about driving a car that didn�t go straight down the track.

Wanting to see the next sunrise, John needed to give his car a serious upgrade if he was going to go faster. He decided to sell the car instead of cutting it up and starting over. The car was sold to someone in the Middle East and John crated it and shipped over by boat. After researching what class to run next, John chose the fastest cars running on true 10.5�s, Super Street Outlaw.

John had a deal go bad with a chassis shop down south to build a SSO car, so the search began to find a rolling chassis. Former SSO racer Tim Lyons from Georgia responded and a deal was struck. After bringing the rolling chassis back to Michigan, a search for a local engine builder began. John met with Kim Mapes at Motorcity Motorsports. Kim took a big interest in the project and really wanted to see the performance potential of the car come true.

At first, Mapes was just the engine builder but as time has gone by, he�s become intimately involved in Macdonald�s Super Street Outlaw program. Kim had spent some time as a crew chief on a Top Sportsman team, in addition to running a successful NSCA Limited Street car for many years in the �old� NSCA, so he had plenty of experience to help shorten Macdonald�s learning curve.

After the engine was assembled, the car was dropped off to Motorcity Motorsports to complete the installation of all the remaining components. After some dyno pulls, it was time to head to the track to shake the car out. According to Macdonald, �Kim was selected as the crew chief and has had his hands in every part of the car. Kim is the only guy I know that can do everything on a race car. I feel lucky to have him a part of my team. When I am at the starting line I feel very confident about how Kim has prepared the car.

Once I stage, it is up to me to cut a light and keep the car in the groove. The racing is more of a sickness than a hobby, and Kim and I both have the disease,� Macdonald explained. �We�ve infected the rest of the crew. Kim's son Kimmie does a great job with helping out on the car. For a kid only 16 years old he knows his way around a race car and adds to our team. Eric Wieszkowiak also helps out a lot with the program by helping with the driving the rig to the races, along with many other jobs and always keeps everyone laughing,� says Macdonald.

Within the first year of running a few NMRA races, the team got the car down to the 7.70s. Then in the fall of 2007, during testing, the car went into a big wheelie and when it came down John ended up hitting the wall. Luckily, it was just sheet metal damage.

After the crash John thought about going to one color but Kim talked him into keeping the original paint scheme because the car was so recognizable. Only one painter, Lincoln Park, MI�s Glenn Kuderik, was considered skilled enough for Macdonald to take on the job. Kuderik spent hours mixing and matching the paint, which was quite the difficult task on this particular paint scheme. Once the car was resprayed, Macdonald was very happy with his decision to leave the paint design as-is.

When the car went back to Motorcity Motorsports it was time to perform a serious upgrade the car to handle the quicker elapsed times of the class since the original engine was built. Kim bolted in a new Vanishing Point front suspension, spindle mount wheels, shocks, and all new heim joints, beefing up the rear-end housing and put the new Cobra sheet metal on it and redid the car setup. The second race of 2008 netted them a 7.56 and then Kim upgraded the EFI to a FAST XFI system. When he showed up for the next race of �08, at his local track, Milan Dragway, he made it all the way to the final round in front of all of his family and friends with his freshly-updated car.

�When I bought the car it was set up for a blower, and with the deal came with a ProCharger supercharger; this was my first non-nitrous power adder. ProCharger has given me great support and their superchargers have been very reliable. I think the blower power adder is very manageable but you just have to know how to use it. It's not hard to make a lot of power with the blower, but it�s the fine-tuning it to the chassis, track, weather, and drivetrain that takes time,� Macdonald confided.

Macdonald and Mapes consult on the setup before each run based on the data and come to a decision on which way to go with the tune-up. They always seem to come to agreement which makes it easier to work as a team. John would never consider taking the car out without Kim, as he�s the witch doctor that makes it all happen.

Macdonald told us that finishing in the Top Ten for 2008 was great, but for 2009 they�re going to kick it up a notch and attend every race on the schedule to take advantage of the NMRA�s new points system. With their new gear drive setup at the season-opening race in Bradenton on only the third pass they ran a 7.52 @ 193 mph � not bad for a season-opening effort. John explains the mainstay behind his program quite simply, �None of this would have been possible without the love and support of my wife Michelle and our sons Colton and Devon. It sure helps to have ProCharger and Kim and the rest of our great crew making this all happen too.� Keep your eye on this team in 2009.

PowerTV: What was it like the first time you drove it?

John Macdonald: We first tested on a 29.5 X 11.5 tire and had the car set up to leave very soft. The fastest I went before in my NOS car was a 9.0 and the first pass in the new car was 8.15 @ 172 mph. Very smooth and felt like a 9 second pass, driving a boosted car the power is very linear. The chassis of the car is very good and responds to adjustments which makes Kim's job easier. Tim Bradham built a good car and we have just taken it too another level.

PowerTV: What did it take to become competitive?

John Macdonald: Finding a combination without breaking parts first and then finding a range of tune-ups so the car will go down the track without spinning or shaking. The first 300' is the most critical to make the car work. We stumbled on a tune-up that works for us so we can back the car down on a slippery track. The FAST XFI really helped us tune-up wise with the faster processor and new variables. For me it took some seat time and not worrying who is in the other lane.

I went to a final round at a local outlaw race and that really prepared me for heads up competition, I had to cut good lights because the cars that I was up against were faster. Developing at a car on a true 28 X 10.5 tire is a learning process for the driver and the car. We progressed with each step we learned and just keep going further.

You broke a lot of parts in the beginning. What did you break and did you ever feel like quitting?

John Macdonald: Let's see, the list is pretty long. Ring gear, block, rods, pistons, crankshaft, cylinder heads, blower belts, and mostly transmissions. I never felt like quitting, I knew once we could get past a few hurdles the car would be good. It was very frustrating though to take the car out and have it break because it costs a lot just to go to the track. That money could have been spent on spare parts and put me ahead for awhile. We have now good spare parts and a handle on how many runs are on each component, so we can cycle them out before breakage. A SSO car is extremely hard on parts, it looks easy when you see these cars go down the track but takes a lot of work.

PowerTV: What does you family think about what you do? Were they there when you crashed?

John Macdonald: It�s a love-hate relationship. It is a huge commitment and sometimes it takes away from family things. It is all I talk about which wears on Michele sometimes but she supports me very well. When I was able to go to a NMRA final round in front of Michele, Colton and Devon they were able to understand how much drama goes on during race day. They were there when the crash happened, and it didn�t go too well at first. It scared them to see it in person but once they saw all the safety measures in place work it put their minds at ease. I use a R3 Hybrid head and neck restraint now after the crash for more safety. We are always looking to improve the safety features on the car and you can never be too careful.

PowerTV: Tell us a little about your beer brewing?

John Macdonald: In Michigan it gets pretty cold during the winter so I took up brewing my own beer last fall. It's has turned into a nice hobby that is now slowing down once the race season began. Brewing beer involves some technique, a lot of cleaning and attention to details. It's basically a chemical reaction of malt, hops, grains, and yeast. The beer that I have been making is hands down better than the stuff you can buy at the store.

Technical Highlights

Engine

Kim Mapes over at Motorcity Motorsports screwed together this killer small-block for John MacDonald. Mapes used a Dart 9.5�-deck, compacted graphite block, along with a set of GRP connecting rods and CP pistons to achieve the horsepower needed to run in the mid-7.50�s at over 190 mph.

Interior

Macdonald relies on simple gear in the cockpit of his �01 Cobra. A full complement of Auto Meter gauges supplements the information he garners from the FAST XFI fuel injection system. He�s protected by a full 25.2 chassis originally built by Tim Bradham�s Chassisworks in North Carolina.

Rear End

Macdonald and crew chief Mapes performed some updates to the rearend. A set of Moser axles and gears are turned by a Strange Engineering spool, and the rearend is suspended by the class-norm set of ladder bars.

SPEC SHEET:

CAR WEIGHT: 3175

BEST E.T./MPH: 7.42/196.65 mph, 1.20 60�

ENGINE/SIZE: 388 cid Dart 9.5� deck CGI block, 3.625� stroke Sonny Bryant Billet crank, GRP aluminum connecting rods, CP Pistons, Edelbrock intake manifold

CYLINDER HEADS: Brodix BF202

EXHAUST: 2� headers, no mufflers

CAMSHAFT: Competition Cams �� race�

CHASSIS: Tim Bradham�s Chassisworks 25.2-spec

FRONT SUSPENSION: Vanishing Point k-member kit, Santhuff struts

REAR SUSPENSION: Tim Bradham ladder bars, TB anti-roll bar, AFCO shocks, Motorcity Motorsports wheelie bars

TIRES & WHEELS: Weld front wheels, Bogart rear wheels, Mickey Thompson Tires

REAR END: Fabricated 9� with Moser and Strange Engineering internals

TRANSMISSION: Lang Transmissions-modified Powerglide, Neal Chance bolt-together torque converter

EFI/IGNITION: FAST fuel-injection, MSD 7531

FUEL SYSTEM: Dual Weldon 2345 pumps and regulator, FAST 160 lb./hr. injectors

SAFETY EQUIPMENT: RJS Belts, Stroud parachute, R3 hybrid neck restraint, Motorcity Motorsports engine pan, fire suppression system

POWER ADDER: ProCharger F3A 123mm, Supercharger Store gear-drive

SPONSORS: Motorcity Motorsports, ProCharger,, Allard Engineering, Shark�s Art, MJ Motorsports, Lang Transmissions

Story courtesy of StreetLegalTV.com

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MTI Racing Sets Record With RHS, COMP & FAST

CPG Marketing — Thu, 22 Oct 2009 22:53:10 GMT

MTI Racing owner Reese Cox ran a record run of 201 mph at the Texas Mile recently in the naturally aspirated category. The MTI Racing C6 ZO6 was one of the few cars running NA with our new 500 ci RHS LS motor pushing 660 rwhp and 620 rwtq.

"I would like to say thanks to the engineers at RHS/COMP Cams for their help on this fantastic new platform."I cannot say enough about this new block from RHS!!! I think it will become the standard for big CID motors. There are lots of design features that make it the natural choice for long stroke big bore LS engine builds" says Reese Cox.

Engine Specs:

The engine is our new 500CID LS7 whose foundation is the all new RHS block.

The rotating assembly is from Callies, Diamond, COMP Cams, Clevite, and Melling.

The short block is topped with our signature LS7 CNC ported cylinder heads with MTI Racing.

The CR is 12.5:1 with 100 unleaded VP fuel

The transmission is an MTI Racing close ratio that has Raptor coated gears in the diff and trans.

Finally, a FAST 102mm LSXR intake with conventional electronic throttle body and Callaway Honker CAI.

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20th Anniversary AETC� Conference Preview

jbarker — Wed, 21 Oct 2009 14:27:08 GMT

AETC� Conference Raises the Bar with 20th Anniversary Conference

Twenty years ago the Advanced Engineering Technology Conference� (AETC�) was an unheralded meeting of engine builders held in Colorado Springs, Co. But despite humble beginnings, it was practically the only way for engine builders, manufacturers and racers to get together and share information in an unbiased environment, and the idea quickly caught on.

Today, we have the internet, discussion forums, teleconferencing and all sorts of technology that wasn�t possible back in 1989, but the AETC� has still grown to become the premiere gatherings of horsepower professionals anywhere. These days, the conference is held annually just before the PRI Trade Show in Orlando, FL. This year it will take place December 7-9, with the PRI Show beginning on the 10th in the very same building.

If you�ve never been before, the AETC� serves two purposes. First, the conference focuses on a particular engine-building topic and brings in many of the most respected experts in the industry to speak on a subject involving that topic. And second, but perhaps just as important, the AETC� provides three days filled with opportunities to network with other engine professionals and build relationships they can pay big business�and horsepower�dividends in the future.

�Last year we enjoyed the most successful AETC� conference that we�ve ever had, even with the down economy,� explains Scooter Brothers of Comp Cams�. �And it was successful in just about every way you could measure it: attendee feedback, the number of sponsors at the conference and the feedback they gave us, the number of door prizes we were able to give away to the attendees, media exposure, even the feedback we got from the people at the PRI show. It was just tremendous, and we�re aiming to set the bar even higher this year.

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�Now we�re looking for another great event for 2009,� he continues. �Even though the economy still isn�t as healthy as most of us would like, I believe people understand how important this conference is in terms of learning and sharing information, and the benefit that can have. Besides that, the sponsor support is at least equal to what we saw last year, and when you realize that you can practically get back your money in door prizes and parts discounts, it looks like a really good deal.�

Over its history, the high level of discussion held at the AETC� has led to quite a number of very important announcements. For example, the first official announcement by GM of the groundbreaking LS series of engines was made by Ron Sperry at the AETC� when he freely revealed the company�s design goals for the engine. Another year, Chrysler representatives spoke about the development of the new Chrysler V8 for NASCAR racing before the design was even complete! There has even been a frank discussion of a Formula 1 racing engine development program, which is quite surprising given the secrecy that usually surrounds most F1 organizations.

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For 2009 the conference will zero in on the topic of Ford�s Modular engine family. Since its introduction in 1991, the Modular engine family has been produced in the millions and can be found in everything from Ford Mustangs and GTs on the performance end to Lincoln Town Cars and Ford pickups. A modern engine design based on overhead cam architecture and computer-controlled fuel injection, it is quickly gaining a following among performance enthusiasts and has proven to be a more-than-capable performer in high-horsepower drag racing applications as well as endurance-oriented sports car racing. The Modular engine has been accepted by everyone from casual performance fans, to professional racers, to the aftermarket. If you are someone involved in engine performance and you aren�t working with overhead-cam engine designs like the Modular already, there�s no doubt because of their gaining popularity you soon will be.

The lineup of speakers that will be discussing exactly how they have discovered ways to make power with this engine family is second to none. You can go to www.aetconline.com to see a complete list of speakers as well as the conference schedule, but just a few of the planned speakers include John Maddox of Roush Yates Engines who will discuss how RYE developed a championship-winning endurance sports car racing Modular engine, Jim D�Amore of JDM Engineering who will speak on supercharging secrets, and Sean Andrew of Diamond Racing who will reveal the results of Diamond�s research into the best piston designs for these motors.

[IMGLFT=Get a chance to dine and network with industry greats.]http://www.cpgnation.com/filehost/files/8/2006%20AETC%20024.jpg[/IMGLFT]�I�m looking forward to hearing many of these presenters myself,� says Roush Yates Engines� Maddox. �There�s a lot that can be learned from these people, and I think some of the best discussions will be when we can all put our heads together during the round tables or even at lunch.

�Everybody there will have their own strengths,� he continues, �but that may help spark an idea for someone that they may take in a totally different direction. Take us, for example. What we are doing with the sports car racing program may be pretty out there. But the thing that we�ve worked on is endurance. We build engines that make good power and can survive in a pretty harsh environment for extended racing periods. I hope somebody can take what I�m able to share and really build upon it.�

And even if your area of interest doesn�t include Ford�s Modular engine family, you shouldn�t make the mistake of thinking there is nothing for you to learn at an AETC�. �Just being around all these very intelligent, very focused people in the industry can be a tremendous advantage,� Brothers says. �That includes the attendees as well as the guest speakers. Besides the opportunity to network and make new connections, just the casual conversations that can be had before and after the sessions can be quite informative.

�Plus, technology is technology, and what you are going to learn here you will be able to apply across any engine platform, whether it�s GM, Chrysler or even an import. It doesn�t matter; the concepts we�re talking about will work anywhere. I really think that everyone who attends this year�s AETC� has the potential to take something away that will really benefit their program.�

For more information, please check out the AETC� website at www.AETConline.com.

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Hajek Motorsports Sets New Speed Record With FAST & COMP

CPG Marketing — Mon, 19 Oct 2009 18:33:36 GMT

Hajek Motorsports set a new speed record for alternative-fueled cars when its 2010 E-85/soy Ford Mustang hit a top speed of 255.764 mph last week at the Bonneville Salt Flats.

The record run also confirms Hajek�s boast of �world�s fastest production Mustang.�

The Mustang, converted to run on an 85 percent mix of ethanol and gasoline, was driven by Bonneville veteran Danny Thompson to a C/CF ALT world record verified by the Southern California Timing Association. The Hajek Motorsports team worked hand-in-hand with engineers from both FAST (Fuel Air Spark Technology) and COMP Cams to make sure they had the speed needed to eclipse the old record.

The Salt Flats speed record capped a weeklong series of successes for Hajek

Motorsports, which also set four NHRA top-speed and elapsed-time records in the A/SA class in Cobra Jet cars driven by Don Nicholson and Hubert Platt.

This is the second time

that the E-85/soy Mustang competed in Speed Week at Bonneville, with last year�s second, verifying run on a 252 mph top speed stymied by mechanical problems.

As well as being fueled by ethanol, the Mustang also has major body panels and interior components made from soy beans, said team owner and NHRA racer Brent Hajek, which helped bring Ford on board as a sponsor.

�We used as many bio products as we possibly could on this,� said Hajek, an Ames, OK., resident. �We started playing around with this biofuel stuff and got Ford interested in it.�

So why the big interest by a drag racer in alternative fuel and components?

�Well, I�m a corn and soybean farmer,� Hajek said.

Story courtesy of Speedtv

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Winning has always been a tradition at COMP Cams�

jbarker — Fri, 09 Oct 2009 20:29:15 GMT

By Kimberly Hyde, NASCAR

From NASCAR to NHRA to Pro Kart racing, Memphis, Tenn.,-based COMP Cams� has ventured into every imaginable type of racing, designing products for a multitude of engine combinations.

And they've never forgotten that performance is defined by results, trust and confidence.

Jerry Hailey is a valve train engineer at Earnhardt Childress Racing Engines.

Just ask Jerry Hailey, valve train engineer at Earnhardt Childress Racing Engines, a company which employs more than 130 professionals dedicated to building the best high performance racing engines for the NASCAR Sprint Cup Series and NASCAR Nationwide Series teams campaigned by the two companies.

Hailey, whose competitive fire has flamed ever since he transformed a Volkswagen Beetle into a dragster in his parent's basement at age 15, doesn't second guess performance�he requires it.

In his 18-plus year career at Richard Childress Racing, Hailey's been a machinist, engine shop foreman, R&D valve train development specialist and even a weekend warrior for ten years as the front tire carrier on the famed No. 3 Chevrolet driven by Dale Earnhardt.

Today, Hailey solely concentrates on engine and valve train development. He's worked with COMP Cams� and their products ever since his first day on the job.

He says ECR Engines and COMP Cams� have developed a true, win-win technical partnership over the years.

"It's an open book relationship," Hailey noted. "We have access to all of their designs and they have access to all of our dyno data as it relates to value trains."

The partnership goes a long way. COMP Cams� helps ECR Engines in their efforts to branch out and develop different types of racing engines outside of NASCAR. ECR Engines has developed a specific value train for their NASCAR program that COMP Cams� applies back to their hot rod engines and Saturday night racing technology.

Throughout the years, one word has defined the key to their long partnership: Trust with a capital T.

"It's a big trust factor between the companies that we've built up over the years," Hailey said. "We trust each other with a lot of valuable information. The relationship between ECR Engines, RCR and COMP Cams� has grown from not just one or two of us working together, but entire companies working together."

TECHNOLOGY AND PEOPLE ARE KEY

The basis for COMP Cams� longevity, success and winning ways has always come down to superior engineering�and employing the industry's most highly trained engineering staff using the most sophisticated manufacturing processes in the world.

Enter Kenny Arendale, a Memphis native and an original COMP Cams� employee since the company opened back in 1976.

2009 marks Arendale's 33rd year as a camshaft grind specialist at COMP Cams�.

A former drag racer, Arendale has gone 180 mph in a 7-second zone. But, ask many, that's nothing compared to what he can do with a camshaft.

"Once upon a time, Kenny Arendale was the only one allowed to produce a camshaft for RCR," Hailey said. "Kenny has a skill level that's above anyone we've seen to dial a camshaft in on a cam grinder. He makes sure everything is perfect before it leaves his hands and he's trained others to do the same."

As a premier camshaft grind specialist, Ardendale utilizes CNC machines, state-of-the-art computer programming, measuring equipment, materials and production processes to turn a raw casting core into a cam complete with four key ingredients: power, torque, consistency and reliability.

COMP Cams� internal R&D process translates to engineering success on the track.

"Our R & D department is equipped with Spintron computerized equipment, so we can actually facilitate a true race and spin a valve train to initially find out its weaknesses," Ardendale said.

While the COMP Performance Group� has grown to multiple companies and hundreds of employees, they still retain the competitive spirit and desire to be the very best that has positioned COMP Cams� as the absolute leader in valve train components.

"The majority of people here at COMP Cams� are speed enthusiasts," Ardendale said. "We have a great engineering department with many intelligent people in it. It's the ability to take a usable load, make power and not break parts and that what we've been able to do all these years."

Hailey agreed.

"The people in the COMP Cams� shop, those guys are true race fans, and they take a lot of pride in what they do," he said. "They have a true passion for racing and their end-product shows it."

TOP PERFORMANCE�ON TRACK AND STREET

Because of their wide scope of applications, technologies developed for the highest levels of NASCAR find their way into COMP Cams� products for street machines, too.

It's a true transfer of track to street technology. Several of the same technical applications that COMP Cams� engineers work with ECR Engines to develop are able to be applied to street consumer products.

Do-it-yourself street rodders, weekly racers and the like benefit from the partnership with track-tested products and expert technical assistance.

"If a NASCAR fan calls up the COMP Cams� helpline, they're going to get access to the information on the latest technology that was developed in a NASCAR team shop, so anyone can buy the correct camshaft for their car." Hailey said.

With the modernization of the NASCAR Cup engine program, both ECR Engines and COMP Cams� are looking to the future and adapting newer, greener technologies. Through their partnership, ECR Engines and COMP Cams� are working together to be the leaders globally on green technology that will make race cars more fuel and energy efficient. Manufacturers will benefit and so will average motorists and high-performance enthusiasts as COMP Cams� will be able to provide them with the technology to build more energy efficient automobiles and hot rods.

Trusted on the track for years, last year COMP Cams� extended their NASCAR relationship, inking a 10-year deal to make their camshafts officially licensed "NASCAR Performance" products and also extend their Prize Money & Decal Program (contingency) partnership in all NASCAR series.

Competitive drive, superior engineering and cutting-edge technology, COMP Cams� continues to define winning. Check them out at www.compcams.com.

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Video Of Andy Jensen Making World Record Pass

CPG Marketing — Thu, 01 Oct 2009 23:58:45 GMT

Below is a video of Andy Jensen's 5 second pass at MIR on 9/27/09. Jensen's impressive run was accomplished utilizing COMP Cams valve train components and a FAST XFI fuel injection system - we are proud to be a part of Jensen Engine Tech team.

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TCI� Joins Project American Heroes

CPG Marketing — Tue, 18 Aug 2009 20:29:19 GMT

The 6x Six-Speed Automatic Transmission will be the official transmission of the third installment of Project American Heroes, which features a 1970 Chevelle

For the third consecutive year, Super Chevy Magazine, in conjunction with the top automotive aftermarket manufacturers, is once again building an old school classic hot rod on behalf of the men and women who have served in the Unites States Armed Forces. In Project American Heroes III, the car of choice will be a 1970 Chevelle with an LS-series engine, a tricked out suspension, a killer wheel and tire combination and the all-new TCI� 6x Six-Speed Automatic Transmission.

Year after year, Project American Heroes restores an old school classic with the most modern technology in the aftermarket. And the 6x certainly lives up to that standard. With fully programmable shifting and six forward gears (2.97, 2.23, 1.57, 1.18, 1.00, 0.75), the 6x Six-Speed is designed to provide any Chevy Small Block, Big Block or GM LS engine with rapid acceleration and improved fuel economy at cruising speeds.

�We are certainly proud to be a part of Project American Heroes,� said Dave Sebring, General Manager of TCI�. �This is a great opportunity to give back to the honorable men & women who served our country in years past. And the 1970 Chevelle is a great choice for this project. The 6x Six-Speed will definitely be a great addition to this American classic.�

The building of this year�s Project American Heroes is already underway at Route 66 Motorsports, and each step of the process will be chronicled in an upcoming issue of Super Chevy magazine. Once the vehicle is completed in just a few short months it will go on a whirlwind publicity tour at some of the industry�s major events, including the 2009 SEMA show. The car is then slated for sale at the Palm Beach Barrett Jackson auction with proceeds being donated to the Armed Forces Foundation to be used for US veterans.

TCI� is the industry�s most trusted manufacturer of performance automatic transmissions and drivetrain components, from stock replacement to racing. For more information about the TCI� 6x Six-Speed Automatic Transmission or our involvement in Project American Heroes III, call us toll free at 1-888-776-9824, or visit us online at www.tciauto.com.

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Goodguys 2010 Giveaway Car Powered By COMP Cams�

jbarker — Mon, 03 Aug 2009 22:31:07 GMT

Goodguys is proud to announce the 2010 Grand Prize Giveaway Car � the 1970 BOSS Snake. Boss Snake is a 429 Ford powered super muscle car designed by Kaucher Kustoms being built and assembled by Max-G Systems of Fogelsville, Pennsylvania. Max-G Systems is bringing new and innovative products and designs to the automotive aftermarket suspension industry led by their new Max-G Bolt-In Chromoly 4130N Aircraft Alloy chassis system. The BOSS Snake is a concept based on the ultra rare QuarterHorse Mustang of which there were only two prototypes ever built.

The car�s finish will be PPG/Goodguy yellow. It will feature a complete Max-G suspension system powered by a Jon Kaase-built 429 Ford hemi motor custom one-off Intro Wheels and many other unique muscle car performance parts and accessories. Just like in every Jon Kaase powerplant, the engine will feature a full COMP Cams� valve train setup.

�We are glad to be a part of this impressive project,� said Chris Douglas, Marketing Director at COMP Cams�. �The 1970 BOSS Snake is an amazing vehicle. And I�m sure the lucky winner will enjoy the unmistakable quality of it, while also enjoying some real horsepower from behind the wheel.�

Conceived as a possible replacement for both the Boss 429 and Shelby Mustangs, the so-called QuarterHorse Mustangs were built from actual Boss 429 Mustangs by the Kar Kraft company in Brighton, Michigan. Also referred to as the "Composite" Mustang, it contained several different parts and pieces than the original BOSS 429 Mustangs. The body was standard 1970 Boss 429, the front clip was Shelby Mustang, less the hood scoops, and the dash was Cougar. The first Quarterhorse, KK 2061, was painted Grabber Blue and was initially fitted with a Boss 429 engine. It was soon replaced with a 429 SCJ and sent to Hollywood to star with Burt Reynolds in a short-lived TV series called "Dan August". The second Quarterhorse was Candy apple Red and was fitted with a 429 SCJ engine. Amazingly, both Quarterhorses survived the crusher and are in the hands of collectors.

Max-G will be at this year�s Great American Nationals (September 25-27 at Pocono Raceway) to display the chassis and give fans an up close look at the vehicle�s chassis and suspension system. Look for the BOSS Snake to debut as a finished car in Scottsdale.

Project sponsors include: COMP Cams�, Vintage Air, Classic Instrument, Painless Performance, BFGoodrich, Flaming River, Ricks Hot Rods, Dynacorn, Baer Brakes, Tremec, Optima Batteries, Herculiner, PEAK, Grundy Insurance, Flowmaster Exhaust, Performance Rod & Custom.

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